The  person  charging  this  material  is  re- 
sponsible for  its  return  to  the  library  from 
which  it  was  withdrawn  on  or  before  the 
Latest  Date  stamped  below. 

Theft,  mutilation,  and  underlining  of  books 
are  reasons  for  disciplinary  action  and  may 
result  in  dismissal  from  the  University. 

UNIVERSITY  OF  lUINOIS  LIBRARY  AT  URBANA-CHAMPAIGN 


UpxC  JLV 


BujlDjng  use  ONiy 


L161  — 0-1096 


THE  DEVELOPMENT  OF  ELECTRIC  TRACTION 


BY 


ROBERT  JOSEPH  MALCOLMSON 


THESIS 


FOR  THE 

DEGREE  OF  BACHELOR  OF  SCIENCE 


IN 


RAILWAY  ELECTRICAL  ENGINEERING 


SCHOOL  OF  ENGINEERING 

UNIVERSITY  OF  ILLINOIS 


1922 


/9S:  2 

-4 

r< 

^ UNIVERSITY  OF  ILLINOIS 


19 1?.?. 

THIS  IS  TO  CERTIFY  THAT  THE  THESIS  PREPARED  UNDER  MY  SUPERVISION  BY 

ENTITLED  DEVELOPMENT  OF  ELEdTHIC  TRACTION 


IS  APPROVED  BY  ME  AS  FULFILLING  THIS  PART  OF  THE  REQUIREMENTS  FOR  THE 
DEGREE  OF  oF  Jscienoe  In  Railway  ij^lectrlcal  Engineering 


^ Instructor  in  Charge 


Approved 


: 


HEAD  OF  DEPARTMENT  OF hallway _Engl^^ 


::4:i 


.."5? 


V eiovruji  lo  n'la^aviMU 


.. 


IL 


ill*-  , :.  ■ 


'A 

*'TJ 


( 


4; 


R 


. ’a 
» t 


'»  % T 

• /.-«  • '■•. 


ly  0 


9i  ■ 


t*V 


a ' I 


,'  Vtf  yi<  >n^Wi ' .V4fr'  ai«3H'i  •■^r^I  fAH f -ni raao or ai  iia..™,  ^ 




n 

.r> 

** 


s , 


msi 


3flT  ff(y^.  riT)i'‘fU3^^VJiK'i:'t  if  (I  r’!OT>(>.‘l  -P-IHl  OVlIJ  JM'J  H14  Vrt  (il 


i:- 


*-  -3^  .♦a.,'-;  > ■ISBiatt''  5 


..... 


A’ 


«»»«••*•'  « -•  SStOrV/*’ 

stptvifff  ai  wturffMj 


W P '■  " '1-v 

Ji»Q,  '4>^* 'i?^-  


fij 


i'J 


-« 's  I 


'• 

s vt  #•*.-•*- 


k’ 


, ^.,..^.a!ift2»la'?3...J»*i.-!a'J  ...^>•*0  v^3MT«A‘»ra  10  a/3K 


•a 


CONTENTS 


Page 


Acknowledgement 

Introduction 1 

History  of  Electric  Traction 3 

Motor  Car  Trains 6 

Electric  Locomotive  Characteristics 7 

Electric  Locomotive  Drives 10 

Development  of  Locomotive  Design 12 

Design  of  Electric  Locomotives 21 

Mechanical  Design  of  Locomotives 26 

Development  of  Railway  Motors 32 

Systems  Available  for  Electrification. . . 37 

Comparison  of  American  and  European 40 

Techinical  Descriptions 42 

Chicago  Milwaukee  St.  Paul 43 

Butte  Ananonda  & Pacific 48 

Pennsylvania 50 

New  York,  New  Haven  cc  Hartford 52 

New  York  Central 

Norfolk  6c  Western 

Illustrations 59 


Digitized  by  the  Internet  Archive 
in  2016 


https://archive.org/details/developmentofeleOOmalc 


ACKNOYILEDGSMENT 

In  writing  this  thesis,!  have  received  valuable 
and  authenac  information  from  both  the  T'estinghouse  and 
General  Electric  Companies.  These  two  companies  have  been 
very  generous  with  their  information  regarding  Electric 
Traction  and  Locomotives. 

I also  received  much  help  from  the  trade  publications 
such  as  the  Railway  Age  Gazette;  Railway  Mechanical  Engineer; 
Electric  Journal;  Electric  Railway  Journal;  Railway  Review; 
Engineering  News;  Engineer  (London);  Electrician;  Railway  Age. 


-if  »v> 


V 


I ’ '! 


•*  ^ , 


IRi 


V, 

.,  Vv*  * 

i ' 'a, 

'.'  •■'.V 

4{-54::ig.if"CS?»  ; '91 

- -V:  M 

'..A-:. 

l.  > ‘ 

/.;•  m ./t  . 

.i  !■.-  :WL  ' i « 


$'  L-'"-  7 

V'r  ■ f Vv‘  •-‘-r  .’  , ' .v^^  Ji»j'|i‘|'  ' t 


,,\!  , - f f i 


• ' ijl  * 

’^^•4'' ^ ti 


■ I ‘ ,{t' :d,S..‘;, 


0 ..Li, 


■Vi>  ■ , ‘ >'■  .:  ^'V 

**J  i.. , J r .*  y ' f»  ' 


■KrtO*  itfiF  f ^ iU';i\  r7V“'  •r(Si?||^4W*'-ii^^ ' 


K:> 


,.  ;..  V'-lv  (r  ' ; ' . '^rL^'  f 

♦•"■■■••  ; ^ ■ I ; ? no'.;  ‘v. 


'.•>.;f  • f ;-yjr  , .,  #*  .' 


H •■ 


' ■.■■.MTjipr  •' . ■ V 

'■  :w"'' -’*'■,  ‘ ! 

■ : Jo 


INTRODUCTION 


Electric  Traction  today  holds  a co-^imanding  and  deserv- 
ing position  in  the  transportation  and  expansion  systems  of  the 
world.  fiLUoh  has  been  written  of  modern  electric  locomotives 
and  there  has  been  wide  spread  interest  in  the  problem  of  elec- 
trification of  main  trunk  lines  in  the  world’s  railways. 

^ These  massive  modern  electric  locomotives  that  have 

almost  undreamed  of  capacities  have  gone  thru  anji  exceedingly 
interesting  development.  Hardly  twenty  years  ago  they  had  not 
even  started  their  development,  yet  today  they  are  a mighty  con- 
tender with  the  long  established  steam  locomotive  for  the  world’s 
cor/rerce . 

This  thesis  is  v/ritten  in  order  to  give  a clearer  amd 
more  definate  knowledge  of  the  evolution  of  the  electric  loco- 
motive. Its  primary  interest  is  to  show  the  development  of  the 
locomotive  itself  rather  than  the  development  of  electric  systems. 


INTRODUCTION 


Steam  railroad  electrification  has  received  wide-spread  atten- 
tion during  the  last  two  years  through  the  extensive  advertising  of 
one  of  our  western  railroads  for  the  purpose  of  popularizing  their 
line  with  transcontinental  passengers. 

The  public  is  quick  to  grasp  an  opportunity  for  a new  thrill  or 
novelty,  but  seldom  analyzes  the  conditions  involved. 

Steam  railroad  electrification  is  an  expensive  undertaking,  and 
railroads  cannot  be  expected  to  electrify  their  lines  as  a refine- 
ment and  convenience  to  the  public.  The  changes  must  be  justified 
from  a financial  standpoint. 

Such  a change  in  operating  methods  involves  a thorough  study  of 
the  particular  problem  v/ith  which  each  railroad  is  confronted.  The 
possibilities  of  electrification  are  not  centered  about  the  general 
superiority  of  the  electric  locomotive  over  the  steam  locomotive. 

The  railroads  of  the  United  States  are,  without  question,  the  stand- 
ard of  the  world,  and  we  have  nothing  but  admiration  for  the  magni- 
ficent  performance  of  the  modern  steam  locomotive. 

In  this  thesis  then,  the  replacement  of  steam  operation  by  elec- 
tric power  will  be  considered  from  the  same  view  point  and  same  rea- 
son which  caused  it  to  be  adopted  in  other  large  industries;  namely, 
the  flexibility  of  the  electric  system  which  permits  improvements  in 
operating  methods  with  resultant  decrease  in  operating  cost  and  in- 
creased production,  x-p’der  present  methods  of  efficient  railroading, 
involving  constantly  increasing  size  of  trains  and  faster  schedules, 
the  steam  locomotive,  due  to  the  fact  that  it  is  a self-contained 


i»- 


f uu 


& 


’*  ■ y • c ■ > *‘TH  I 

't'h^'*  riSiici  i'if*  tiJ<K‘^-  s:lv ’^s 

'•*  V - - ' ■ iVu'V  ■•■'■.  -•^■‘■V  ■ :i'  V'  . ■ '•  . i.<  /.«^^r 


f ' ^ 

t ' ■ 


■%  .'■ 


:■  "> 


I 


ijb  '^fli'— f:*  (•>^* 


jU^'  sv!v/i<i'^d  4#.«i 

fi  •«  €'i.-'U  oy  0f-hei^ 

. ‘ . ■ "f  'irWi 


'!  ^- 

'■'1 


f i 


'■  •■  ■'-  ■ ■'  Jfcyjr  'V-  ,,,^JR  ^ *r 


I 'W '^ii.'ds  £-^B&wr  ? «^.yu  ■■  '.’4  4i,oiid;^-  « <S^|j,pn 

^ ' ' “■  * ' »i  '-  . I'v.  •■,  ' V*  „^44 

*' ; sci'T  . *Dd toi*  ■96  a^  ,'.^h^Jii  A1  ** 

1 jj  X jst  &:•  d <(■''■•'■!**  tg^-  ',  Jf-  P 

5 ' - ' ‘ ; ■*  .’ J ' f?C9HH  ’ii»Ai  ■ 

i : . . ^ M A . . A A^m  J '.  .Akik  ‘IV*  1 .1  x4IH^H.'*'9rT^  fv^  jf*  Hh  ^ '9^. 


1 fcvjXS* 


5iT 


; la?  f9r''iv;-  ■:-’''/v'''’‘‘".%  ’'‘>!8if  1 

'■  ' .ir*. . 


iA 


•'  ' ' ■ l>r  H'  .*  , i'  li 


«■"  ..  Hi^  v*,.,.’a4'T  , ^—T 


^ A-‘  ^ 


2 


unit,  must  soon  reach  its  limitations  in  horse  power  rating. 

On  the  other  hand,  the  electric  locomotive,  which  does  not  gen- 
erate its  own  power,  but  simply  transforms  electrical  energy  to  draw 
bar  pull, has  a great  advantage  when  problems  of  economical  handling 
of  heavy  traffic  on  mountain  grades  at  efficient  speed  are  consid- 
ered. 

This  is  well  illustrated  in  this  thesis  in  the  description  of 
the  most  powerful  locomotive  of  its  kind  ever  produced  for  railway 
work.  The  concentration  of  7000  HP  for  starting  trains  and  4300  HP 
for  hauling  them,  in  a total  weight  of  250  tons  and  a single  cab  76 
feet  long,  is  a step  in  advance  of  anything  heretofore  acconplished. 
It  means  that  larger  trains  can  be  handled  over  grade  at  a higher 
speed  and  with  minimum  operating  expenses. 

With  this  in  mind,  the  thesis  considers  the  electrification 
question  and  its  development. 


- - "--  *—  1’"-  \ . ■4-^il^.;.<»i,-v  .AC  Jt?-  A,.' 


•f 


i».  ■?*- 


rvuX.  .;xy 
■A  . . 


L-'t.v 'ifi'ei  a’«4A  v6vU*r;o«^  of*;t!si:;si**te  ,teA!' w^ie- ' .'tJis!^^. ' P 

,V “»/«*  '-  '’■  -■■  ,.  ' ■ r ■ 

b.  ' ' !■  ■■  , *■'  \ .vv:4>-‘^-  ’ ' <?'  > ii 


. .*  f ’ I'  .-*,.  -s'  ♦•  fV-'wi-  ••'.  ^ • r 

’'1'^  -•^’’” 

fii  ei  -1^.. 

v&iil i^t  fjttOjJ'bOKf  “xar^  'fjni/.'  vy?  - _ id 

2^  :)0‘->  tr^'  BOia^t 

i|s«Xs  91Z0&  OcfcT.  U' 

' ’ ' ' ' " ■*  ('  M ■*.  - if'j  I vf^'.'^.  . _,_ 

^ ssjft-i*-  .L  ft  ^tufx^  as?vi  ^,y/i-uAif.  «<r.  ftr^v^tv"! 


f i 


X '•-:. 


14  ‘ 


:^^’'r 


I 


»V ' ■-/;Vr.-.  -..7.v'i 
'I  .'I  '«..(1 

"'-K  1^  -*  ■^^'*t  t- 

iS  v"  ; ’ ft  Ifc  ‘ -A  ..  *'•  , 


si'v 


kt 


■’I'i  : I 


.-pi)  I f 

K ‘ jli" 


t , -V  ^ 


’ i 


I 

I 


ra 

4 


I ''‘  ■ T * • _ _ ft  . I _ « 

1 11^  1 1 r’^u‘. 

'■‘ ' :Jl  -hamm/anm.  \ ‘ ^ . Ui' '.  ■ -i.-  HFMliAiii 


3 

BRIEF  HISTORY  OF  ELECTRIC  TRACTION 

The  history  of  electric  traction  for  railway  train  servi-e  is 
taken  up  in  order  to  understand  the  progress  which  has  "been  made  du- 
ring the  past  twenty  years  in  transportation  methods  and  to  under- 
stand the  service  condition  surrounding  the  application  of  electric 
power.  In  this  survey  a proper  view  point  of  the  question  will  be 
gained,  and  the  problem  before  some  of  the  railway  companies  can  be 
understood. 

The  history  of  transportation  shows  clearly  the  improvement  of 
motive  power  and  method  are  obtained  only  by  slow  development  and 
careful  e^q^eriment.  In  a study  of  railway  electrical  engineering 
development,  it  is  always  well  to  require  specific  knowledge  on  ap- 
proved modern  engineering  methods. 

The  years  1830  to  1860  mark  the  first  period  of  experiment  deal 
ing  with  the  application  of  electrical  energy  to  transportation. 
During  this  period  most  of  the  work  was  limited  to  application  of 
permanent  magnet  and  reciprocating  motion.  A limiting  feature  that 
hindered  further  progress  was  the  capacity  and  lack  of  serviceabil- 
ity from  chemical  batteries. 

Thomas  Davenport  of  Vermont  made  many  models  of  electric  rail- 
way motor  cars  in  1835  which  had  batteries  as  prime  movers.  Third 
rail  conduction  and  track  return  circuits  were  used.^ 

One  of  the  first  of  the  large  units  to  be  built  was  a seven-ton 
two-axle  car  for  the  Edinburg  Glasgow  Railv/ay.  This  v/as  constructed 
in  1843  by  Davidson.  Four  electromagnets  were  used  in  pairs  on  each 
side  of  a wooden  cylinder  carried  on  each  axle  and  fastened  with 

1.  Electrical  World,  October  6,  1910. 


r 


4aptr«'"" 

>•'  MI.IUHI  k"  -r  t ’|W 


/i 


V 4 

'l  ' 


•?■'-  ' ' ''■''  ' ■ ^ '*1®  ^ A 

jti4.w  w,to,'i^v-'c  ul 

;;.i^9:jKc:£cja.r 


f; 


rt*.i  w 

*-.fX  U 05” 


POittj'O'  Vq 

.iiAV  3 31:56^  -•’-  »'i'r  lO' 


■f’  > •■, 


» \ 


;u^>  Eojt.\6«?iioo'TA’sXiiB^x-  ^4.t  ■ 

'•  ■ ^ 

A'»'V*^!C;.  . < vij.  -J^ 


?•-..  3'.;"/i.;^'.o4fiva:/ woCv  \y.  t*Xr:n  a»_.^-'l)vvi?!>43&.'  F^i> 


0*  7t**.;’®irfi^  a.'  »i  ■ i; 

*■“•  ■•  . , ,.  ■ )U 


i'f 


pi  I S'  .c9tTxMo<r%/vf>iy  ‘*K  :oi>*  :‘ 'r'i«  *,Vj 

te¥  , ■ ^D  < .,■■'■*■  ■ /■■•VI  ■ “:-u  '/).w::‘ 


» . '0  /'  V'^  “ u 'i ' < ■ 

•'•'A-  ■ * • ■'  - . ^J*.'  •*  '’^^>'^i-i  i-wlw 


' -'Xio'ii^clTn 


WEBM  / 

p ' » . . . "^  » ’ 


|r.  i -cxfj7  5i'.  7;.^' 

^Bt  .v'j^svD'is  p«ti««5  »6  l^rl  j,<i;Xffiv 


( . , • ' I ' ,1  ry  ■«'■,’  j ' ■ ^[Qi 

’ ^4 , ^ .Aftax/  ' 

rr^ad:v5o  4"f^^-  Klicrdv  .j 


I ■ , .^.  K ./  Miv  .-^K^  JT'  ^ ; :_  , jfi ; ’ 


’ - *-  ' ■ 31  " ' ■ / ',‘  - ■ <iii'y  ■ 


-ifc-^-, 


'■  Vi(, 


.0X04;  ','#■  •e-^'^T 


Jl  .f  ^>'^^  r f 1 o^'  *1  j . o4p  , 


ii^ 


B"*‘'''Y-"’f*’ 

r >.  ‘ ^ Xl  "7  *1 


• 3f  ' • 


.♦  . 


4 


three  bars  of  iron  parallel  to  the  axle.  Current  wae  produced  by 
an  iron  zinc  sulphuric  acid  battery.  The  electromagnets  attracted 
the  bars  on  the  cylinder,  then  the  current  was  alternately  cut  on 
and  off,  thus  producing  rotation,  A speed  of  four  miles  per  hour 
was  attained. 

In  1847  Lilley  and  Cotton  operated  cars  making  use  of  the  al- 
ternate attraction  and  repulsion  of  magnets  to  produce  motion. 

In  1851  a 100-cell  nitric  acid  battery  car  appeared  in  Washing- 
ton, D.  C.  C.  G.  Page  was  the  designer,  and  his  car  received  motion 
from  two  solenoids,  or  hollow  magnets,  which  alternately  attracted 
cores  on  a plunger.  This  reciprocating  motion  was  transmitted  to 
the  wheels  by  means  of  a crank.  A speed  of  19  m.p.h.  was  attained — 
yet  few  improvements  had  been  made. 

Dynamos,  or  electric  generators,  began  to  develop  between  1860 
and  1866,  but  it  was  some  time  before  it  was  discovered  that  an  elec 
trie  generator  could  drive  a similar  machine,  now  called  an  electric 
motor. 

Farmer  operated  a oar  v/ith  motors  and  dynamos  in  1867;  while 
in  1879  Siemens  and  Halske,  at  the  Berlin,  Indiana,  Exhibition 
propelled  a minature  locomotive  and  three  cars  with  electric  power 
from  a dynamo.  The  track  rails,  1000  feet  long,  formed  a 160-volt 
circuit.  Spur  and  bevel  gear  were  used  to  transmit  the  power  from 
a three-  horse  power  motor. 

Thomas  A.  Edison  ran  a small  locomotive  in  Menlo  Park,  New  jer- 
sey, in  1880.  A dynamo  was  the  source  of  his  power, 

Stephen  Field  (1880) , Siemen  (1881) , Van  Depoile  (1883-1884) , 
made  slight  improvements. 

The  field  of  development  of  public  street  cars  (1880-1888)  will 


’ ■*  ^ "^-iL 

-i!,=  '•-•*  ‘1-5  i'ssir  'rti".:  ^Sj^.^',' 

.3=^^^^^q•  oai;.'^''.  0^  n " a iniiti*  ^ 

" „ ’ ■— ' *>  ‘ ''M  ' ■ •:^:»'  ‘ , , j , 

r-'  .■!  t ^»C*  'y'^tl^ ^ 

'*  ^ ■ , ■ ■*  ' ‘ '■  ,f  ■•  » r'  ' -'  i'.ffiN, ■ " ,■  ' A. 


'T '..iM-^'*^' -Xji 

J«  V > 

;<£*  , !: 

? -«.^:  ->i  1' 

i> 

• ' ' 'f^'-  ■ "t  ^’ 


'my. 

<3i^.6tn  •I«t^  aii/  iw  ^ ^ 

t _ . *.  * « */^'  .^rAibrAd#.  ''^-.f  k »? 


6£  '>o  <'),»«!?«'  A .is  ^ ;aai';^r^^ ':ti- 


: ,.  . .:  *i 

^4-s.  ai  -.'■■a'^vi.oii^Oyjip"'  ft  atoV  A 

I ffsvtv  !f*  'SBifts  »'  1 *’ W'’* 


VUT 


- ..  . . - “...■  .j.t.;  ..‘-,i3iw  . K.fi^^2 


" ‘Si  ' " ' ^ 


.J  r.'.-;  -iiaJoel- %Jt'-  aa«»- s»s»'« 

%q  w j-'  '.-iailtt^#  «i7  'l)l><«; 

' ;^  ■'■  "' ' ^.*'v?-,  .k*v-  ^ h »» ', 

.-  ' '•  ' . ' ^ ' ’’■•V  ■ ■>. ' . .IT 


:»T,  «9«  .3N»‘£  ■■’' 


.r 


:.  (MfSau):  ur^'iJ:it>fifi^A ; (wsj-'wf ;“«*".S  *"  " 


" w r*  '’^.-  W i,  ? '■  . 'i«P-.*JJi 

■ '*•■■  ■ - ^ ■■,»^,._^j>.t»g..L;.jj.»jj-ji^ 


5 

not  be  touched  in  this  paper  but  rather  the  development  of  the 
electric  locomotive. 

Early  electric  locomotives  were  crude  and  poorly  adapted 
forms  of  motors.  The  Northern  Pacific  Railroad  contracted  for  an 
electric  locomotive  for  freight  service  in  the  Dakotas.  It  was 
equipped  by  Edison  with  a series  belted  320  volt,  10  horse  po?/er 
motor,  and  hauled  a three-car  train,  power  being  supplied  through 
the  two  track  rails. 

In  1883  Edison  and  Field  operated  a geared  and  belted  three- 
ton  electric  locomotive,  "The  Judge,"  using  a third  rail  contact 
line.  A Weston  dynamo  and  motor  were  used. 

Daft  made  some  development  in  operating  locomotives  with  dou- 
ble belted,  130  volt,  15  horse  pov;sr  motor  and  a third  rail. 

In  1893  the  Westinghouse  Company  built  a locomotive  for  the 
North  American  Company.  The  locomotive  vifeighed  sixty  tons.  There 
were  four  sets  of  56-inch  coupled  drivers,  rigid  wheel  bars  15 
feet,  driving  connection  through  gearing.  The  motors  used  were 
four  200  horse  power  Westinghouse  iron  clad  type,  225  r.p.m.  D.C. 
800  volt,  250  amp.  units.  Series  parallel  control  was  used. 
Magnets  were  compound  wound,  but  the  shunt  field  had  only  suffic- 
ient turns  to  keep  the  speed  within  reasonable  limits  at  light 
loads.  The  motors  were  designed  for  regeneration. 


>1-.; 


'\f% 


• . <*  ,'  ^ \’  '^*V'?*'1.'<  ' ■ .,l'''.'  lLi|-  .-  '_^._  4.ii  r^i  B 


V'  ■ , ^;,  ##.*■  * ♦ . •; , ^Ti 


it:  ■ ' ’ : ; ' ‘ „ ,:.:j^:'  « "'  . ,■  R ., 


'!'\^-  11  ' ^*r^i‘f  ' ;4l 

, ti  ' S^W!  ?£  .•rr-ff  tK^Wjri 

. . 1.4* '»<£  .vr  iiiK_^.^  V ' ?1 '■  ' '-  . .1  f '^i' nmIikm 


i<r 


:•  f 


■:  ■ to  i . ..  -.<t*  yar 

* * * '".■■•  '',  ’*,  , , ;W'  ■_  'v.^;..,  ffj_,  ^-4J  V^. 

?■  '^i  ^m£-j!imi  ^ ^ T'-i 


' '1*^/'- ''' : 


^ A , . 


T «i* 


v^i  • 


J.I 


, ,W.  ^ia.o  ..o . . ..1 

.r,-'c?.T  n't  'Siirsfo 


1 <» 


.*i^jjt;  *1^,  iraW  ii!4£:ii«p'-  a^>«^  v*^''  ^ 

-■  ‘ ■™i'  . . L . ' '^  .■  eC?Mi  • V4»  4W1 1 • • V,  i '.‘■'  '7'  -J*t*-®*  ^ 

M ■ y;lv  4>M  i-: 


6 


MOTOR  CAR  TRAINS 


Defined^a  motor  car  train  is  a group  of  mechanically  connected 
cars  equipped  with  and  propelled  by  electric  motors  under  some  s»!?all 
of  the  cars  on  the  train. 

Since  1885  single  truck  motor  cars  frequently  have  hauled  light 
trailers  for  heavy  morning  and  evening  street  car  service. 

At  first  there  was  one  50  horse  power  motor  on  each  truck,  but 
the  weight  on  the  drivers  was  not  sufficient  and  the  wheels  slipped, 
causing  a waste  of  time  and  pov/er.  About  1898  to  1900,  four  motor 
equipments  were  adopted.  The  limit  in  seating  capacity  for  subur- 
ban cars  was  soon  reached,  because  when  a car  was  longer  than  55 
feet,  short  radius  curves  at  street  intersections  were  impossible 
to  be  made.  Two  car  trains,  motor  and  coach,  operated  by  motormen, 
came  in. 


„ 

;W‘ 


v,:Vi 


:^;  oTCiny  jl^ rjv . 

>*.fr  ' ’)  "'*"*'’*  . ' r: 

%■>/'  ■ . ■’ 

V U >r^'i  icW\'  fi  jV- 


\fif>‘  ilo^'i  £i\'' 


it 


F."  ' S Jm  * '*M**  i • ’ ^ 

;at 


, F ' ' . ,7  ^ 

r^OJXJ  tAfOt  , DO^X  ^Wl  fJil^K  • 


~«* ^'.»'.'(4/^  ■ 1 c^'  ^ • ^<I ■- ^ - i i3 ' t i’ 

* ■ ‘ *,  !K  . I’TSl'-* 

*: 


ae  r.i:  t *;t44-'  t t.-fif 

Li  • «i-  nr-'^ 


' * / ' * i.  -r^  ‘‘  KV-- - *'■  Ai*-  ••v 

!?<^vi  '4’isr^  ^ii' j. 

',.  r'lis.'yii  T'j  ’)0tJ'l'3'ji;.,,,/!vl»';®  J'-’* 

* -•  . '■'  !/■.'■'  - ' ■ .'i--  ■<’■  * iii 

',  **'  « i.  ,rv  ’ ' [7  .'  amT  fi  ' ,niiia3.mr 


* ' * ' ' ''^  *^*' ' ’ *'' '' 


/;*'  .V  '-‘.ii'*  • i4'*  ■ :■''•  (R' 


7 


ELECTRIC  LOCOMOTIVE  CHARACTERISTICS 

In  general,  electric  locomotives  may  be  classified  as  of  two 
types;  variable  speed  and  constant  speed.  The  variable  speed  em- 
ploys the  series  motor,  which  possesses  the  inherent  characteristic 
that,  other  conditions  remaining  the  same,  the  speed  varies  auto- 
matically with  the  load.  The  constant  speed  type  of  locomotive  em- 
ploys the  pol3Tphase  induction  motors  such  that  the  speed  is  con- 
stant for  all  loads. 

Variable  speed  motors  may  be  either  the  direct  or  the  alter- 
nating current  type,  constant  speed  motors  operate  from  alternating 
current  only,  when  an  induction  type  of  motor  is  employed. 

The  weight  of  an  electric  locomotive  depends  primarily  on  type 
of  service  and  capacity.  There  are  two  general  classes;  one  with 
the  locomotive  weight  on  the  drivers,  the  other  with  a portion  of 
the  weight  carried  on  a bogie  truck  or  pony.  High  powered  locomo- 
tives are  inherently  heavier  than  those  developing  less  power  at 
the  same  speed.  Within  reasonable  limits,  locomotives  may  be  built 
for  the  same  speed  in  both  classes. 

Steam  locomotives  require  repair  shops,  round  houses  for  fre- 
quent washing  of  flues,  and  stations  distributed  along  the  line  with 
machinery  to  store  and  handle  the  coal  and  pump  the  water  to  the 
tanks. 

The  physical  advantages  of  the  electric  locomotive  arise  from 
the  inherent  characteristics  of  electric  motive  power.  Capacity  is 
the  most  important  of  these  advantages  because  capacity  bears  di- 
rectly on  economy  of  train  operation.  The  capacity  of  the  steam 
locomotive  is  limited.  There  is  reasonable  objection  to  the  heavy 


f ■ .1  '--VW  Y*'^iP?’.“,'f3 

,4i/.X0' 

- / V - ■ „,  V;  , A .r  % 

!^'  -.:>t 


/. 


I -Bl? 


iifAnT&rXR  JiiTl  *1 

■.  . ■ ■■■%■  '*  a.  ■■’-‘''!i:>'tf%|Lffl 

1 -‘^'l  .!ieK'»Xfi^P>X  vci'ili  I':- 

'C^'  .♦>•  ^i.iife.‘.:‘  ;?:  8d-riv:rjii>  ? Jo 


^ Tit  ^r. : '* 
} "Wti’ifAn 


'<•!..*'  KI5 


’¥i 


' ft.  f^'flr 

' "'.'■  '.  f ,'■•»  '■'^' '' ' ■ ' j 7 ' . '■■«£  1*  :.  '’V US--  1^“* ’^' 

■ ■‘-4r.r'%  '-'‘V  I -'..'_J?,iv  '"  ‘JB®,«fflL.ie  ' 


I"  - 'J<aye- ol  -Ji (io , ^ l|v 

9 


V-f 


■C^  t'^vrwj'  8»«i4;,  3K*; 
I vXi^tc*  <»S  ■{ 


■{Kilt  ' 

I ~^tt  TJvj'fW'^4  -0tfd;4'.,*<c4e  s44wt7!ij^fa  fii’W^ 

f )♦  M.  f rt 


I 


.ji>r  • r mtX 


•jUfe.  '0* 


, 1 


■Mjle  :.#ti?  T-«sj 


‘'  ac'x  i s>a  1.^  r tZ ' 

J?.'  ■ i).' 


ii  ti:, 


^ V.  ™ ■ ;■  ' '^aT:  " ■’  . 'i  -Rj.  . - 

^'■  '.  ',.  . . j"®.  '•'  - ' ’*’  --  » *'  ’■'  I iiJCfc-  •<•■.  T , ^faip 


,.'^'^|3»£|'  'O'**?  ‘"A 


fci‘.g'^'^''Ai-»L':  ..‘gg'^’gyir*' 

' ■ -!'l: 


i «j,o*07  ^ 


i.^  :-i 


■ i j ^ ^1 

W'-' 


8 

and  complicated  mallet  compound  if  a simple  and  efficient  design  of 
electric  locomotive,  unlimited  by  track  gauge,  is  available. 

Increased  locomotive  capacity  offers  immediate  relief  from 
congested  traffic  conditions  that  seem  hopeless  under  existing  cir- 
cumstances. A modern  steam  locomotive  is  a splendid  piece  of  appa- 
ratus, but,  when  conditions  of  service  have  grown  beyond  what  can* be 
handled  efficiently  by  the  steam  locomotive,  the  powerful  electric 
locomotive  steps  in  and  takes  up  the  task  and  solves  some  of  the 
railroad  problems.  "Whenever  traffic  is  dense  enough,  electric 
traction  not  only  materially  decreases  the  operating  cost  per  ton 
mile,  but  either  accomplishes  this  end  with  a material  decrease  in 
the  motive  power  equipment,  or  can  handle  fifty  percent  more  traf- 
fic than  can  be  handled  under  the  most  favorable  conditions  of 
steam  operation" — Graham,  Vice  President,  Erie  Railroad. 

Capacity  is  available  with  electric  traction  because  the 
source  of  energy  is  large  central  stations,  where  for  important 
service  and  heavy  grades,  ample  power  and  great  temporary  overload 
may  be  advantageously  employed.  Steam  operated  locomotive  has  its 
own  source  of  power  upon  its  back.  The  electric  locomotive  has  a 
power  station  behind  it. 

The  backbone  of  the  railway  business,  the  freight  traffic,  now 
calls  for  heavier  trains  and  faster  schedules.  Railway  managers 
demand  this  because  expenses  are  per  ton  mile  and  train  hour.  This 
demand  cannot  be  met  by  the  steam  locomotive,  for  its  capacity  and 
weight  per  ton  of  wheel  base  has  reached  uneconomical  and  undesir  ~ 
able  limits. 

Capacity  is  all  important  in  railroading,  for  the  public  and 
for  the  investor.  Service  is  always  demanded,  to  transport  freight 


. -( 


'1 

4 l*'!^  ifili'tit  Jt  a eS'lJi  A2.'>  eiJ^i: 


{I 


ij  "-•  ^ 


*d.VO  ,T-M#' ..•rr'i'*'.;  ■/  «!fCl:^  ^ ^4  *■* 


^ otlto^xt^  »-'^«  , U‘ 6ft»0€oX/?^»'^  ' S^^'f 


Btft.fi  *'  ^M.v:i  «4>v£  « t;Za  :Jkis9  ■ 94^  " 

, • >+-:  •&  ^n:  :ki ■'  -M.  piSr'ii  ^ ‘ 

c',  frSi.  .0 

"'l-,  ■■''''  ■'*'''  / ''■  . *•  v,-Jf'j^ 


] 


k‘i 


• ~Ir  «*’•.. l;  i^.-.iO!*  r^«,V*Tta-a)t.  ^ilv*  SJI^' 


fi 


ga 


, 'ji^)lipi  ^iTi  * 
• ) 


1 : ' l'  '?.€' 


■i»T^k', 


„(S».^:  ■*«  -•  -e#  ♦ .ao^ JW»5.-,:a««#9  „.,.  . -,«w  , 


li^r: 


' I .••,  ••  is('  %x  irw-iO!!*^.  '.»#i’'/!o%  *'  ' 

I'  . " " ' ■ '"% 

srf? 

f««I^«s  .s»ii(j5K4<:of ’4^.aa^^ 

' ' ■ 'rf-:^.  ' \ ■ .y..-,  »oJ^  '•  '-'.  - 'ir|!W'  ,»';*?p'  ; A'  ''^-'^V,  ^■*’'i  "S 

alf{'^  iiijort  nJJ.itit.t  iicrr^  nol  •sxti 


y^rys  \Vfl^:o%t 


1 


via  (£^y>iffi»ii.  [_  i.„,  ^ 


"w 


\rs 


,^a5.''J‘.«ife«(4.  9«-^-, 


’j* 


r.  ■■  ..'*'  '"‘^■^  ■ ' ^.li'  »"«^.<^;;Aa 


9 


and  passengers  rapidly,  and  a very  heavy  train  is  required. 

Capacity  results  from  draw  bar  pull,  its  quality  and  amount; 
acceleration  rates,  the  speed  utilized,  the  mileage  of  the  locomo- 
tive, and  the  power  developed  per  ton  mile. 


h. 


'i’m  ' n 


* ‘^hJr  /»'»•-  V f 


hr 


:'i>-,  . •?  Jr 


IV‘>>  'i:i  i : ..si.£fflk..JBtfl9rlk&i;) ..  ^ ' 1Br!!<  mHBH 


M ^ 


■4»J 


— I"'  '■  ■''^' 

;;i  r 


*y>4 

"it***’’-,  , , , 

ili.’''--2l7*j!.f 

'V'.  yrf' ,™ 

^ y : V*'  ^ 


*■ ' 


I'i  ' '. . ■ ■.,.£4', 


J; 


■'  if 

4.  . 1-" 


pm  '^'Wfi 


•V,i;  i 


pj^-* 


'-•'’  '^iJ' 


10 


ELECTRIC  LOCOMOTIVE  DRIVES 

The  drive  for  electric  locomotives,  the  means  whereby  the  torque 
of  the  motor  is  transmitted  to  the  driving  wheels,  constitutes  one 
of  the  most  involved  problems  in  electric  locomotive  design.  The 
reasons  for  these  conditions  are  many.  They  can  be  traced  to  the 
earliest  history  of  the  steam  locomotive.  Since  electric  locomotivet 
must  be  constructed  to  meet  the  clearance  requirements  of  the  trunk 
line  railroads,  the  question  of  space  limitation  and  standard  clear- 
ance constitutes  the  first  of  the  involved  problems  of  design.  A 
steel  railroad  track  does  not  present  to  the  train  the  smooth  sur- 
face that  it  appears  to  be.  It  is  really  a highly  cushioned  yield- 
ing structure.  The  question  of  track  effects  and  the  pounding  of 
the  motors  must  be  carefully  considered.  The  suspension  of  the 
T/eights  of  the  locomotive  and  the  total  amount  of  dead  weight  to  be 
allowed  on  the  track  are  all  important.  No  track  will  stand  too  se- 
vere a strain,  nor  will  the  motors  stand  too  severe  pounding  and  vi- 
bration. The  method  of  transmitting  this  power,  or  energy,  from  the 
torque  of  the  motor  to  the  creative  effort  at  the  tread  of  the  wheel, 
then  constitutes  that  most  important  problem  of  locomotive  drive  de- 
sign. Gear  reduction,  lengths  of  armature,  and  possibilities  of 
coupled  drives  must  be  considered.  It  is  not  possible  to  go  into  de- 
tail regarding  the  design  for  the  locomotive  drives  at  this  time.  A 
A brief  description  of  the  various  types  of  drives  that  are  in  actual 
use  can  be  rrade  and  will  give  a fairly  good  and  general  idea  of  the 
mechanism  and  methods  of  transmitting  the  motor  torque  to  the  tread 
torque. 


, , _ Jf  ‘ .'Sl 


ii?  r 


jjjj 


a j 

' . ;;‘-M  , 

9T4^‘  s*"^  ^ p.'  j: 

;j5r.f^-0c\T  ; '%ot^  ^ _ 

5IV'-,'  ■ ^ !■  r.  .>'■•  ^-..->  i:.,4''',,r;  'yi;\  ' y ^ < 

r W.T  .itst^wi  0TiS<»««>«^8fi'3««vt^.3it‘sife^  htff,  •it  ^-m* 

‘ ■■  Ml'  *'  ’'.■'  *»^*  ' ,.,  " fV'2  ' ''^\  '■  ”a  lr*,y 

iM-:-  ■ ■ ' 1 ' V &fe'f 

oHtfOvAfi  " 

^ •^"''  ' - '■^r.-:ri  ^/Ml 


i 


^'-  ‘ ' HJ  b ■•  |- ■ » <\  -.V  *^MiPPHF^r  “ 

*.'■'  A .<»«^.  r.  «mWv«'.5  .'*»;r.-t;,»i)>-.’te  ?«.*«  ;‘#^'^**'‘‘f®W' 

*^V'  ' . <"  T-  V-,  aw'w  . «fc  4i,  . SP  f , jr  ,, 


;5^  -*r«  \ 


■ ^ f.)*  . 


1*  ' . '.  *^r  * ’ . « t .11 


fS.: 


I k 


^'^60tiVicuSfii  f>4t  M*  s-:w’K-a  -*^".^^!;iwl^.lf*  • 

•|  ’"  .4«,  biS*.'  s ' 


’*,  >A,:' , 

Iw  *.!  ,**’» 


. .-i.  I f ; .:«/, ' t4;ir 


11 


METHODS  OF  DRIVES  FOR  ELECTRIC  LOCOMOTIVES 

The  fundamental  function  of  a locomotive  is  to  transform  energy 
into  draw  bar  puH  and  speed  or  stated  in  a different  way,  it  is  the 
deliverer  of  transportation.  Locomotive  drive  is  the  mechanism  trans' 
mitting  the  armature  torque  to  the  rail.  The  function  of  electric 
locomotive  drives  is,  therefore,  to  transmit  and  transform  the  tan- 
gent force  at  the  air  gap  of  the  propelling  motors  to  the  tangental 
force  at  the  tread  of  the  drivers.  The  drive  should  be  performed 
7;ith  safety,  reliability,  and  in  such  a manner  as  to  give  the  mini- 
mumi  operating  expenses.  Low  locomotive  maintenance  is  important. 

Three  fundamental  principles  are 

1.  LccomiOtive  maintenance  is  an  unreliable  measure  of  overall 
railroad  maintenance, 

2.  The  locomotive  type  v/hich  is  to  endure  must  be  easy  on  the 
track  vertically. 

3.  The  locomotive  must  be  easy  on  the  track  transversely. 

The  simplest  form  of  geared  drive  used  is  shov/n  in  Fig.  1. 

Each  driving  axle  is  equipped  v/ith  a motor  mounted  as  on  a street 
car  or  interurban  car,  the  detail  being  familiar  enough  without  dis- 
cussion. Electric  locomo- 
tives with  this  general  t3rpe 
of  drive  are  in  service 
with  both  rigid  and  flex- 
ible gears,  and  with  gears 
at  one  or  both  ends  of  the 

motor.  I^ig.  1.  Direct  geared  motor  drive. 


13 


The  construction  of  a flexible  gear  is  shovm  in  Fig.  2 . It 
consists  of  three  fundamental  parts;  a center,  an  independent  rim, 
and  tangentially  disposed  spring  members. 

These  spring  members  co-operate  with 
lugs  on  the  center  and  rim  in  breach 
block  assembly. 

Flexible  gears  were  first  used 
commercially  on  electric  motive  power 
on  the  New  York,  New  Haven,  and  Hart- 
ford Railway,  being  followed  by  the 
Boston  and  Ilaine  locomotives  and  the 
Pennsylvania  cars.  Since  then  the 
operation  has  been  successful  enough 
to  warrant  their  use  on  other  large  locomotives. 

The  flexible  gear  inherently  involves  a large  labor  charge,  and 
consequently  it  is  desirable  to  take  precautions  to  insure  longer 
life.  The  best  gears  are  hardened  and  their  internal  working  sur- 
faces ground. 

Ordinarily  about  five-eights  of  the  motor  weight  is  carried  on 
the  axle  bearing,  the  remaining  three-eights  being  carried  by  the 
motor  nose.  This  type  of  drive  is,  therefore,  imposes  heavy  stress 

on  the  track  due  to  the  great  dead 
weight  on  the  driving  axles.  The 
result  is  a sacrifice  road7/ay  and 
track  maintenance  to  gain  low  loco- 
motive maintenance. 

The  drive  known  as  the  single 
armature  Gear  and  Quill  drive  is 
shown  in  Fig,  3.  A motor  is 


Fig.  3.  Single  armature  gear 
and  quill  drive. 


Fig.  2.  Helical  gear. 


13 


mounted  solidly  on  the  spring.  The  frame  of  this  motor  includes 
two  bearings  carrying  a hollow  shaft  or  quill  which  surrounds  the 
axle  (driving  axle).  At  each  end  of  the  quill,  gear  is  mounted 
meshing  with  the  motor  pinions. 

Locomotives  with  this  type  are 
with  solid  gears,  others  with  flex- 
ible gears.  Castings  are  bolted 
to  the  gear  centers  gripping 
the  end 


of  the 
helical 


in  service 


Top  of  ra// 


Fig.  4.  Side  rod  drive. 

springs,  which  are  located  between  the  wheel  spokes.  The  other  end 
of  the  spring  is  gripped  in  a casting  which  is  bolted  to  the  driving 
wheel.  The  springs  serve  the  purpose  of  permitting  vertical  wheel 
displacement  without  serious  restraint  on  the  motors  and  also  work 
in  series  with  the  gear  springs  in  cushioning  angular  displacement 
of  the  gear. 

The  quill  drive  needs  a larger  driving  wheel  than  the  direct 
drive  on  account  of  the  large  diameter  of  the  quill.  As  operating 
speed  increases,  the  gear  dimensions  decrease  in  order  to  secure  the 
Ibroper  gear  reduction.  The  quill  drive  then  lends  itself  very  well 
to  a well  balanced  locomotive  design  with  reasonable  locomotive  main- 
tenance and  low  roadway  and  track  maintenance,  priring  the  early  de- 
velopment of  the  quill  drives 
the  spring  maintenance  was 
rather  high.  Experience  has 
proven  that  adequate  design 
is  feasible  and  maintenance 

Fig.  5.  Gear  and  side  rod  drive.  


14 


of  this  type  of  drive  is  now  low. 

This  type  of  drive  lends  itself  to  a somewhat  shorter  wheel 
base  than  is  feasible  with  the  direct-geared  motor.  This  is  par- 
ticularly desirable  when  more  than  two  axles  are  mounted  on  the 
rigid  wheel  base. 

The  twin  armature 
gear  and  quill  drive  is 
different  from  the  sin- 
gle armature  drive  in 
the  method  of  armature 
and  gear  arrangement. 

The  t^vin  armature  type  is  fitter  with  a single  gear  meshing  with  two 
pinions,  one  on  each  end  of  the  armature  shaft.  The  single  gear  may 
be  of  the  same  width  of  each  of  the  gears  in  the  single  armature 
type.  This  leaves  considerable  length  available  for  the  active  iron 
of  the  arnature.  From  the  standpoint  of  flexible  drive  there  are 
two  marginal  advantages  inherent  in  the  twin  armature  arrangement. 

In  the  twin  drive  the 
two  pinions  equalize  pro- 
perly on  the  single  rigid 
gear  quill  drive,  satis- 
factorily cushioning  an- 
gular displacement.  The 
gear  of  the  twin  drive 
is  rigid.  As  far  as  the 
quill  drive  details  are 
concerned,  the  twin  ar- 
mature type  gives  great- 


Fig.  7. 


r fV 


.■  ■>£  ■ 


■•W, 


■lldt 


'■‘J 


15 


er  driving  axle  load  with  equal  margins  of  safety.  The  maintenance 
of  drive  detail  is  less  than  with  the  twin  armature  type. 

Fig.  6 shows  a type  of  side  rod.  The  mo- 
tor is  rigidly 
mounted  on  the 
spring  support- 
ed framing  of 
the  locomotive. 

The  only  dif- 

Fig.  8.  ferene  is  that 


Fig.  9. 


the  motor  is  high  and  is  practically  rel^'ived  of  the  length  limit  set 
by  the  distance  between  the  back  of  the  wheels. 

The  motor  shaft  is  fitted  with  quartered  cranks.  The  tractive 
effort  is  transmitted  by  inclined  side  rods  to  a jacket  whose  bear- 
ings are  rigidly  mounted  in  the  locomotive  framing  at  the  level  of 
the  driving  axles.  Rod  coupled  drivers  offer  important  and  funda- 
mental advantages  over  independently  driven  axles  in  addition  to 

those  previously  mentioned. 

When  the  axles  are  independ- 
ently driven,  the  mechanical  cou- 
ple offered  by  the  draw  bar  null 

Fig.  10. 

at  the  coupler  and  the  re- 
action of  the  truck  body 
gives  the  greatest  possible 
tractive  effort. 


Fig.  11. 


This  is  a decided  advantage  since  it  minimizes  the  danger  of  block- 
ing traffic.  For  heavy  high  speed  passenger  service  this  type  of 


Fig.  12  A. 

locomotive  is  being  used  extensively,  especially  by  the  Westinghouse 
Company. 

Gears  and  side  rods.  The  types  discussed  above  lend  themselves 
to  either  single  phase  or  to  direct  current  electrification.  The 
type  shown  in  Fig.  8 is  particularly  adopted  for  polyphase  motors 
where  the  installation  is  simplified  by  adopting  a small  mamber  of 
large  motors,  arranged  in  the  minimum  number  of  independently  rotat- 
ing groups.  For  freight  drags,  this  type  combines  adhesion  advan- 


Fig.  12  B.  Flexible  gear  on  end  of  jack  shaft. 


. N 7 vr'. 


■.9'^nrvi 


c 


> , eulvl^a 


I-; 

* • 


r>.  ■;  ■ 


f .1 


f,; 


0^  V 


I 


^ i S'  •* 


\ 


«>1 


*•  » <?■  .•  tf  :-  , ’I 

t • ...U-  ♦♦  ijji***^  ' 


-■*  ■’’*  r>‘\  7^'*  ,'.  . "L  ■ 


I 


'■n 


'H.  ■■■■.' 

i- 


■J*i. 


■‘•ri'  t, 


•■V  ■ ■ w ' ,K 


t,  J.V  'i 

''  :«''rtyw  J 

•yt'.?.  . - 

•-  ■ .■  ;, , 


t ; ’'j 
' r’ . 


) 'j 


• ,.  ' ^ 

\ 1.",  : 


I 

(i  f ' f 


■ / ' ' 


v.,7i 

t V ^Z'J  £J;J; 


•■•5’  ■'., 

V'  . ' : 


• ' n- 


At. 


• . -t?'  * /'  ‘ • K 

■-  V •%  ,t  ■»  •'  .».  *•■ 


,1 


•« 


.*  / .It  . I r,:iM,  ■' 


17 


tages  with  high  armature  speed  at  low  locomotive  speed.  The  dead 

weight  per  axle  is  at  a 
minimum. 

With  this  type  it  is 
possible  to  build  a loco- 
motive v/ith  two  or  three 
axles  with  the  heaviest 
axle  loading  permissible 
on  any  existing  track 
construction.  The  long 

Fig.  13. 

mountain  freight  drag  for  which  this  type  is  adapted  constitutes  a 
drastic  railroad  service. 

CONCLUSIONS.  With  increased  electrification,  the  goal  for  all 
railroad  operators  and  designers  is  jointly  to  develops  a locomotive 
of  reasonable  cost  that  will  deliver  the  maximTom  transportation 
safely  and  reliably  with  a minimum  overall  railroad  maintenance. 

Fig.  .2  shows  a type  of  flexible  gear.  This  type  is  used  on 
the  New  York,  New  Haven,  and  Hartford  Railway.  It  consists  of  three 
parts;  a center,  which  is  a casting,  a forged  rim,  and  springs  in- 
serted in  breech  blocks  between  the  tin  tongues  on  the  center.  The 
function  of  the  flexible  gear  is  to  relieve  the  peak  loads  on  the 
motor.  In  addition  to  cushioning  peak  shocks,  this  gear  will  largely 
relieve  the  motor  arma- 
ture bearings,  commuta- 
tors, and  brushes.  Fig. 

6 shows  a type  that  puts 
the  motor  weight  entirely 
above  the  semi-elliptic 


Fig.  14. 


list  Kf 


fti-  M »4vi'-»i(^ji!} 

fc  ' ' <.•- 


-VooX  JS 


oy 


1^1  •■  ,/ 

' -’■ ''' 
j 4 I V^sn^.'  + ^ 


XS  V 

*to  •:?»!*  ilJ  lf , t>- x.to{r^  ^ 


r'-'fS 


T«, 


i'‘  ■’■’■'  - 1^'’ \ 

VitfitreXii 


'111 


iWJU'Cl  J.«»B-4.:i  J S ».wy^  , ■ J,1  ■ 

3-g;X 


.u 


p csWKJafiCt  »i>4J  i»i,f-' 

^ ' '1 


XXc  ,^«>5  Xi»4 


jt'*:i  SPj^^vslr  oi  ,fj  '' 

L«  r'  , _ ' ■•  -■'  ^ ' ' " ' ' I ■ ' , ■ • ' 

.i(i?'?«J'*‘'j(.'a<x^i!^  sKsixfts  on<  f>yi:t*'f  s^i'" 


^.■i^u^mii)«^l*^  'wtxi'OT  ' •* 

:^.'’  £?»  “it"  ' 

.’L'  >0 

-/V  , '^.  ' 

j^ftd^.  tl  ij-x9lc;0’ 

r*'. 

/<  , «ir- 


' ■ ' • I J-. 


..  . '"^  ' j# 


■ I. 

...  /}A  -a,f.i£r'«. 


!■•  ■ 'i.^  V 


.L)fl9MQ|K  v*<  ' , A ' ■ ' ■ 1*'  ■ ' X ■ - IB  -<’>’  ’1 


n ,S^ 


18 


springs  of  the  locomotive. 

Fig.  7 is  the  New  York,  New  Haven,  and  Hartford  locomotive 
quill  drive.  The  gears  are  mounted  on  v/hat  looks  like  the  axle  in 
the  middle  of  the  cut,  pressed  onto  the  quill  surrounding  the  axle. 
One  end  of  each  spring  is  gripped  solidly  and  the  gripper  castings 
are  bolted  to  the  gear  center.  Fig.  8 shows  the  quill  bearings 
rigid  with  the  motor  frame.  The  motor  feet  are  bolted  to  the  frame 
of  the  locomotive,  thus  securing  serai-elliptic  spring  si:pport  for 
the  entire  mass.  The  motor  is  rather  heavy  for  its  horse  power.  It 
sticks  up  a long  way  into  the  cab. 

Fig  9 shows  motors  with  identical  quill  construction,  but  in- 
stead of  having  a gear  on  each  end  just  inside  the  wheel,  there  is  a 
gear  at  only  one  end.  These  motors  mounted  on  the  locomotive  are 
shown  in  Fig.  10.  Fig.  11  shows  a Pennsylvania  terminal  locomotive 
where  side  rods  are  used.  Fig.  11  is  another  view  of  the  same  lo- 
comotive. Fig.  12  is  a close  up  of  the  gear  and  side  rod  used  on  the 
Norfolk  and  V/estern.  In  this  case  there  are  gears  on  each  side  of 
the  locomotive  and  two  pinions  on  each  gear  with  crank  pins  in  the 
center.  Fig.  13  shows  the  connecting  rods  in  place.  The  jack  shaft 
is  cast  in  the  framing.  The  jack  shaft  stands  rather  erect  and  high 
because  the  cab  weight  is  not  applied.  It  settles  to  very  nearly 
the  axle  height  when  the  upper  weights  are  imposed,  with  little  al- 
lowance for  spring  sag.  Fig.  14  ehOMje  a general  appearance. 

Big  wheels  seem  to  be  easier  on  the  track.  On  the  Norfolk  and 
Western  the  size  of  the  wheels  is  62  inches,  and  the  operating  speed 
28m.p.h.  From  tests  made  on  this  road,  the  company  advises  big  wheels 
as  being  easier  on  the  road  bed. 


• ' -,•  > 


!! 

i 


!i 


' i.  . ' ^ - J *k*+- 


J.  ‘ Ct-:,.  : :gsc<s.V'  •"-  '•  --  ^ - V^- 

: V.  5 f; . . " V,  ; I.  r.  V . *'  ‘V"'  ^ 4 


.%.  , .r**j  , >fTcT  .'.•cl'*  ’f.5r  .♦■va 

• iT  " 


J:.  .4£,Ct4 


. 't.  . 

’ ^ • 


^nl:y.:.o  i .1  ."i'.  U'OC  ••' 


■ !'  V ^ r 

T,f":'rrrtr^''r..-LT  4 ' 


f ' r 

'y  i >i  'i  •■  *. 


:i 

n 


■S . ;,.. 


i : 


. ^ . ‘i  :*  ‘yy  t.'  '■  ;.‘ * '■■ 

,i&  .-<';{  tv  * ' ' 4'  ^ \'\diJyX  .'  .*  ' ''-..^'.-T  ;>  . 


,U  .’  - * V 


J 


. . 0»i> 


".I  ' 


i 


; I , s 


_ \ . ;■•_  - ^ ‘ t:;-.  '':;,t  ,.,, , »'.  ' f i 

..  ' ,.r'  .■•' 

f;va>roitoc,ox  4 ' cU.  <•>//•  >J. vt 

5 . ■ , ■ *i  ■ • 

I ?1 .4',- -3  wnXv  .^1  ’X 

tl  ':■  ■ ' . ■ ■ ^ V‘V  ' - 

(j-- 4.:  i-r  v.‘;^ 

■I  '0  z":v^  rj.t: •-> ’ iVrf  a'l/r  V * ■"•4  ‘-s-J ^^7 

:*  :;'4  :4;  ' ' ’ ' '#■.  ■'  '•  ^.  . . 

''  ■•  '>'■  vi  •■'■.•  I':  i *'o  ■'  ■•,,■.  '•  ■ 

ii^»  ' &.••;?  . ..  •e;'j-r.i  •§;:  ..•ro«>:v.; •■  ' 

wC'.: ‘- ;4.  TiiiP  ' '<^ , •‘■''■''■4^  ^ ^ • •■ 


'i  'I  v,|  ^T. 


ii.i 


) ■ ' 


i 


. ' i.*  *?  or*  00 


’■  ■ ■:• 

‘ V • vii  ' r.uot  Hi- 


■4, 

'.i 


S I 
* 


flt< 

'.-./  j 


rii 


-Ijs  9i;'‘  ;-‘, 


).  f .r 


tr:.'  ■ X 

"‘  r,  1‘  ■•  V • ’*r  f-  «S* 

s' -iff.  ' „ . - „ 


i.  •y  \r 


■1  •-  , 


' j[ 

X ,'  'i 

.’  .X:tJ9  t:'.^  ' 


- ■•  1"^ 


'V  , ' ‘ ■ ' 

► w rtfi'  ''V'  i 

► \?J  vcil.v  «»V/  . 

eri  - >:.-j  l.:  =e : .t;- v c-.i: 


.1.5  ‘/to 'nor  th'  n0[ . . .a.f:  nr  - of.v^^5:.-.;r4'  0*.  1^ 


iX  ' ' 


••  -.l'-  ' **■  . .■■..'  . < . V'  ■;  .H'ii  . . ■ . t 

,„  i:'  O'.  ivV'.J  ‘^;-v.qw4o  •^!'.  ,r  ••  ■•  <> 


. / . : r . h ' -#l 

. t.  ^ . I . *> 


■'?  hi: : 


• .>.t3S*.i 
'.  , ./  ttfti 
‘O'i 


'„  ’t 


, T • 


■ J \ 

\.i. : 


J 


1 

I 


1 


19 


DEVELOPi/IENT  OF  ELECTRIC  LOCOMOTIVE  DESIGN 

Modern  electric  locomotives  for  railway  trains  represent  the 
culmination  of  numerous  efforts  in  design,  beginning  early  in  the 
pioneer  days  when  trials  and  experiments  were  made  at  Baltimore  in 
1895.  A general  review  of  the  work  done  in  this  field  will  assist 
greatly  in  gaging  the  value  and  scope  of  the  work  done  together 
with  some  of  the  features  and  periods  of  development  through  which 
electric  traction  has  evolved. 

Up  to  and  even  after  1905  there  had  been  few  attempts  at  stand- 
ardization of  frames  or  even  of  mechanical  motion,  either  for 
freight  or  passenger  service.  Each  new  locomotive  seemed  to  pre- 
sent a new  idea  and  had  many  new  features  of  design. 

Since  1906  there  has  been  a noticeable  and  rapid  iuprovement  in 
standardizing  the  character  and  the  construction  of  the  electric  lo- 
comotive frame,  trucks,  wheels  and  drives.  There  is,  however,  no 
standard  design  that  is  strictly  adhered  to  even  at  the  present  time 
(1932). 

The  development  and  progression  of  electric  locomotive  design 
has  brought  many  mistakes  that  were  made  by  early  builders.  This 
could  be  easily  expected  v;hen  we  consider  that  ea.rly  designers  lacked 
experience,  not  appreciating  the  problems  and  desiring  simplicity, 
there  were  many  unsatisfactory  compromises  between  steam  and  elec- 
tric designers. 

Some  of  the  more  serious  mistakes  made  in  early  development 

were: 


‘/',  „ '--V.'  y f'  ^ jPy*> 

" ^ ' :,  ■.A,.-:Si  ■ -‘Vt . -r  . 


! -'vt  "ii^yfU  ’it> 


-f  • 


'.  ' . <■  ,■■  '■  ) *. “y  ' '»■ 

•.  ...  .j...  .... 


■V  \ 

• } 

♦ • 


XiU  vTSCtfiJ '.;<3 


1 


. !f 


•ririMOSjuX-' r.!“Srt‘'t»  U 

l:ST  .'f-WA;-‘  .XXV«o  if  :-  ' 


.Mc^x,  »*>«  4“^:- " : Xf .f-' 

: ■ ~ t;  ' .'‘i  '■..'..  n tf-w.  'A*r#irfC^ 


• C V'W 


.••1^/0^, 


. '.  ‘ . .'"  ‘>*  'V I ' I a- 1 ■ . . '.  ' 1 i *•  t/L  ■ r ' J ‘ .•,..11 


20 

1.  LOW  centers  of  gravity  were  used,  causing  curves 
to  be  slewed  at  high  speeds. 

2.  Bearings  on  the  motors  were  not  long  enough,  and 
together  with  the  heat  from  the  motor  they  ran  hot. 

3.  Motors  were  not  accessible  for  inspection,  nor 
easiTfer  removed  from  the  locomotive  for  inspec- 
tion. 

4.  Heavy  dead  weights  were  not  spring  mounted; 
tracks  were  destroyed  and  badly  aligned  in  spots. 

5.  Power  was  concentrated  on  a short  driver  wheel 
base  and  strains  were  produced  with  great  pres- 
sure and  suddeness.  The  locomotives  pitched 
and  rolled. 

6.  Motor  ratings  were  deceiving  and  misleading, 
causing  much  trouble  and  disappointments. 





kitH‘ 


i.  Oi 


o'  ','*> 


sr/iiSAo,  /jmIkm t ifla#- ^ -<llv|!J^ V *ipS9&».4  •: 

f■■•^ ; '-'C**  ' .v.'V  S '■  ' ■'  '■ii*Sl' '"Sfa  -S 

" ' tsio  iTBai^omv  #or  " . 


I ~6eU2ai?i  d’ya-:^  v^Dt>I 


'im  '-  \ ;P- 


'^)?:-:  • .77, 

;:d;fau.3a  ga'^K^o  7<^  ^eWn*  ir^4::^^f«r 


I . 


1'%"%'  • iv^4otrx^4 

fr  ■ ' '■ 

, --  -1  L;  .^*6 1«  t’'  >®/J XV,.“<V|l<!ii^  B^.  7V#  3^t'it:?.'^i  ^ ‘ . Wiii# 

. 71^1/  5ol^  '’ 


' 1 
S-  ■;  '* 


nt, '!  t > ■ •, 

kVM'^‘r 


■f  '■  <'S- 


I j.s;  ,'^> 


■i*  ■* 


<' 


f ■ 


If 

Mf 


■■:.;7|Rfi« 

'.■?tJS*W' . -A ; 


■ 7 


^1 


tV#"  '71  . 


)i(L^ 

'^if} 


i:  ■? 


AV  ' 

!'  V"  t‘.‘-  : 


!:> 


.1 

'■i,  " I, 


'iVM  '7 


' «W’>*wa 


(I 


>V' f: 

. m .,^jm  ■ ‘Amv  >vi 

W:'^, 


n rxX. 

if' 


I',. 


V,  '> ' •■■s»fifB9?>-“ 


7 


7 i 

«?0B ' ■ . 7 ^ ^ ’X' 

'"V’’  H , ‘iTOffifiY#;*™  '''■  '■  ifl  ffiA 


i''t7 


•■■!:.  ,V  .-•<,-|i»u}WaM«|MTO'  "^'ifi 


,)wW|  rw 

' ■*, 


;4. 


rf-+7vJ 


^.I'C  I AMT  'V' 


»71h 


* -'j* , 


.fm0!k*rvrjct^r^ 


nn>,4i 


. ■ ?''v.^,,A''lfe-. 


21 


DESIGN  OF  ELECTRIC  LOCOMOTIVES 

A locomotive  is  primarily  a hauling  machine.  Its  design  is 
defined  by  recognized  limits  such  as  maximum  degree  of  track  curva- 
ture, coefficient  of  adhesion  between  driving  wheels  and  rails, 
gross  dead  weight  per  axle.  The  locomotive  should  be  simple  in 
construction,  reliable  in  operation,  and  capable  of  being  main- 
tained in  condition  for  a reasonable  percentage  of  its  cost. 

In  studying  the  development  of  Electric  Traction,  the  progress 
made  in  the  design  of  the  electric  locomotive  is  very  important. 

It  is  the  object  of  this  chapter  to  give  some  of  the  important 
things  that  have  confronted  engineers  in  the  design  of  electric 
locomotives.  It  is  interesting  to  see  the  mistakes  that  were  made 
and  the  many  different  types  of  construction.  Later  tendencies, 
that  is  within  the  last  few  years,  are  to  standardize  the  design  of 
the  electric  locomotive.  Locomotives  propelled  by  electricity  are 
young,  and  there  has  not  been  enough  time  to  perfect  any  standard 
design.  With  the  ever  increasing  experience  with  electric  traction, 
the  mistakes  of  earlier  designers  are  beginning  to  be  seen  and  cor- 
rected, and  it  is  safe  to  predict  that  within  a very  few  years  that 
electric  locomotive  design  will  be  practically  standardized. 

The  next  few  paragraphs  will  briefly  review  some  of  the  more 
perplexing  and  more  important  developments  of  design.  No  attempt 
is  made  to  go  minutely  into  the  question  of  design  as  that  would 
be  impractical  as  well  as  impossible  in  a survey  of  electric  trac- 
tion in  such  as  this  thesis  is. 

It  is  always  important  to  keep  in  mind  here  that  there  is  an 


r ^ ^'„  . . " ' 


j , , I r^S  1^  ’*  ' Jj, 

■ ' ■ .... .j  .•: rt  ‘ ■ r^. “ ■' ' !'•' • \ ‘'' 

L -....  ' ■ , .,  ‘‘  '■r  ,.,  .-■  '■  -%V,  *fi 

^ ai I*-f  ;:iei rt xo  * 

’ -W^--  . • ..  '.k".  . . J®  ' 


: 


■ . .?y  i • • . i»  » n -^y  ■!  'ijpi  •<'-  idT9i  ' ■■•  L 

f . 5 • t;  .•,;..  irf  tX«t>!!e.  f.tr^jf<5Map6X%T  a ‘•sXx#  -^sii'  fKUow  " ji' 

..  •»  ^ . - ' ■ Vt?  MiBl““  '^  .^'■^'  ■M'  ■^  '.?  'i' 

! * .'Ji|j3&  » •■‘i  . 0^cJa30^C^^l 

( ■ " ' ■*,■  - f '^'  * ^ ' 1 . '*■'.  i,' '-'  "k , ^ 


fi  r ^ » '''  Ti  ' ( ''  .(  •'i  A'  ‘ I 

!,  'hvV-  ^X  n^yj. 

^ * '/JL 

r 


j^r 


• ' j t ij® 

'.!  ' .k  . k ••  . V’..  ' ...'  •:  -ifl  . .•  ./l4,. 


0 • 1 ca^’S-’  ::■ 


'i  « f C*  1l4t i> t^SO,  £f.J? 4J^O^  ' ^ 

' '^,'  ■ 'auiB-3 . ui  ii  h.  '!5ir~r,  ■. 


f.« 


:‘*ii5-r  e'iir  t.-7  a,^te*»'>o- 


^ ' , .•  vlRcait^,'  ^ .aoiaw-i#»8,Ov  5!?^  4-an^' 

.#Cr  .,  ■ ■ ,l  i^'<.i  f ./.i"-  , ■ ‘.i*" 


l.j  » - 4 
> 


l;V  ' 


.»BviJomipo6jt ' ^ 

V:  JasV.s?  !'■'  'd''*tf'  rttV-'A?  'nsfttf  toa 

a.r»  7 • V , .;^  . ’/■■  , , ••{  . • '",  v^  ■,  -TjM  \ • i'M 

JiffA.  creo/'  ’ 

. i5tW»  ?o 

.•;tlii-;#  »«  .9f:  asi^>^o.p*tt,ib«p  bi^  li;  *H“.*til 

6i-t.’  i>;i5  W ^erura'.*  ci  »X<im‘m^ 

'■ii  ■ ’ '^Mi^^ik  ’ \-i*.  ■ 

ri.  ii;  p ■ J3*4i<>q|ij8xa^i*  |ii- 

4- oV*'®'*a'^'  ''*  ' ■ ‘'"  '^iiH 


22 

important  element  of  difference  between  the  development  of  the 
steam  and  electric  locomotive.  The  former  grew  up  with  transporta- 
tion; the  latter  had  to  be  designed  and  put  into  immediate  compe- 
tition with  a rival  perfected  thru  decades  of  gradual  evolution, 

The  steam  engine  at  present  is  making  fast  progress  but  on  the 
whole  its  progress  has  been  slow  and  steady.  On  the  other  hand, 
the  electric  locomotive  is  not  more  than  17  years  old. 

So  the  remarks  one  hears  of  occasional  trouble  with  this  or 
that  electric  locomotive  makes  him  hastily  conclude  that  this  type 
of  machine  is  not  up  to  the  job.  . Throughout  this  thesis  it 
should  be  borne  in  mind  that,  in  spits  of  some  maintenance  costs, 
the  machine  as  a class  is  performing  splendid  service,  often  over- 
loaded beyond  reason  and  each  day  doing  the  ?;ork  of  several  steam 
engines  and  doing  this  work  better.  Picture  the  electric  locomo- 
tive today  if  it  too,  like  the  steam  locomotive,  could  have  started 
with  transportation. 

Many  years  of  experience  in  operation  of  steam  locomotives 
have  resulted  in  the  recognition  of  more  or  less  standard  design 
of  its  running  gear  and  super  structure.  Minor  differences  existed 
to  be  sure,  as  to  wheel  arrangement  and  valve  gear,  but  the  side- 
rod  drive,  common  to  all  steam  locomotives,  is  the  common  means  of 
transmitting  the  power  of  the  expanding  steam  in  the  cylinder  to 
the  rotating  drives. 

The  electric  locomotive,  on  the  contrary,  presents  a wide  di- 
versity in  methods  of  drive.  The  extreme  flexibility  of  the  elec- 
tric motor  and  its  adaptability  to  many  successful  forms  of  con- 
struction account  in  part  for  the  many  different  types  of  electric 
locomotives  built.  It  is  true  that  the  type  of  motor  adopted 


Sj ; . . f ft.i  ■ iit'3  - ■/• 


*>31^ 


-,»T*  1 o-  t ’■•■  i:-i  ’;  cwi'ct  ,i  ^•.^.  - .1$ I % 

' ' ^ " ” ♦■  ■ ^ , * I r I • ^ , ','  * '* ' ‘ ? **  • ' » II  ’ ''.I#**  .AAKW.  m . .■ 


‘ •■  •'  - v'  '*  V ' " ■’  ^ X -..^  < " 

iy^i%  ^Jb^i!i^ll<ito.' • icu#>«jft6«(4-.'** ; «roi-t 


k rlv^v'ts  yL  Iflrnrrft'  r'ilT'^icttl^ 

■ . VT?  ^ fU'  iBi'fr ' .ft'; 


V ' f 


I 


H 


Jt 


■«r'  ' ■'  ■•''•■  ^ I . ''  . ,'t'  .or-.?  '.V  ■*'■' <*'^\-  , . ’-TiK.'.i 


c tl.v /4*'-O,,§i0=V- ;V--.  : ..ijfSiU  ■ .TiHf^  t‘  iS.y  «V;4V.  ' ri': 

V.  •■■  > ‘ s^  -,y  'K ''i'SJl.Sfc:. . '.. 


f ';'  vr  <:t3,no  4.  ' ■ F{ 

■ ■ '■  '.A,,  yji* '‘WW'r  ■ 

1 ,::ii^-rf  -- ’ -U  . ^'*V  , 11 


,l 


V - ■ • '■  “•.'•1 

;^‘^'  ii*>/cy  \1  . 

f *, sr/jf ti  ■ vi .:  ''i^ 6 f/Gl  ^ J ' '» ,5^,,- 

I,  * A I .■  . ^ JWt^f  • I ■'JS'  ^ *.'*  ■'_  ■ ' ■ 

' /•  L 


i ~ ■'  iivtS.^i^^-  .sA^a'  to-,  ^-ii^ 


/ % ;.  .■  . . V\  p • ^ './  ■ '■='■  n^A  • . ,j 


i 


’ily^dr^r 


! 


f ^ ' I VBr  ' • •>;* 

k * . V . , 


A. 


' . • -"'jA  r •:  ;5ir'  • . .-i-.'^flP*  V*!'V.  < 

:'l!i^H  V ' •;A'i  • .aiJ^X'^b  s^fe. 


{ Y 

► 


. ’ * ‘ ; - I W'«  *#,W  -•  ' ^/pr  ^ 

' ' ' ' ‘ ‘ • ' ' ' • i^’J  ' f.„:-'  - - '■•'  . . ' ■ '-Iv  ■« 

vc-^ii'c  "ifi  'r$lll-.(Ux»i}  is4'^C' 

:’  ■ " ■"  , ' nA/ssfcw  ..a  • > -..' 


. : • ‘ -r  ■ . .^ft'*  ^.7- ■ /J»-<t*.  .. 


23 


whether  it  shall  be  D.  C,  or  A.  C.  might  impose  limitations  to  the 
design.  This  is  illustrated  very  strongly  in  the  New  Central 

electric  locomotives.  The  simplicity  of  the  gearless  driven  D.  C. 
locomotives  here  can  be  approximately  reached  with  A.  C.  motors  only 
by  resorting  to  an  undesirable  combination  of  quill  and  spring 
drive.  We  may,  therefore,  look  for  the  reason  of  unusual  forms  of 
construction  not  to  any  mechanical  superiority  or  excellence  offered 
by  the  design  adopted  but  rather  to  the  t3rpe  of  motor  used. 

It  was  natural  that  the  earlier  design  of  electric  locomotives 
should  follow  the  construction  found  successful  in  the  operation  of 
double  truck  motor  car  with  four  motors  which  drive  the  four  axles 
through  single  gearing.  There  are  many  locomotives  of  this  design, 
weighing  from  forty  to  sixty  tons  total,  that  have  given  long  years 
of  satisfactory  service,  and,  for  moderately  operating  speeds,  this 
construction  constitutes  commonly  accepted  practice. 

With  the  need  of  heavier  freight  locomotives,  it  was  found  de- 
sirable to  introduce  twin  gear  drives  between  motor  and  driving  axle 
in  order  to  equalize  stress.  There  also  came  the  introduction  of 
the  hinged  joint  between  the  two  trucks  constituting  the  running 
gear  of  the  locomotive. 

From  the  success  that  operation  of  the  twin  geared  motor  drive 
had  from  the  first,  it  appears  justifiable  to  look  upon  this  form  of 
construction  as  well  adapted  to  meet  the  requirements  of  moderate- 
speed  freight  locomotive  service.  It  would  seem  also  that  locomo- 
tives of  large  capacity  demanded  for  heavy  freight  service  can  be 
built  with  this  type  of  construction  without  exceeding  accepted 
practice  of  weight  limitations  per  axle.  This  statement  applies 
only  to  D.C.  electric  locomotives,  as  the  A.C.  type  must  make  ade- 


,4’ 


v1 


’.  ,t‘  ■-  .'-  i. -M  ...  ^ '■’i 


..  >..  >S-v  4i:'^:P  Xv  (roUU'M^ii^ . 

m|L  WJ['  ' * Iv  '^-  [■,'  .,  V V )f,u\:.  \ ‘ '■  . ._■  .••  '*'  ..;imm  . ^ bth, 

|K-  Uc^a5(4;.  .*x»^  i.!r 

FW  * •:•  *■'*:.  / ! V,..':  i-^y/<  \ ■.-  •.•••.  fi^;  ■''"^^■'^’"'H-'%  I 

'-nx'  »to;-\.T-''  „ ,".«  *"  «.«■  ;:iiisij  -»a 


*ti5lO¥e!X 


Pi 


m 


hi 


.7# 


* 4 ivs..--  ;OfQ^  ,3Cvi^5^<ft‘Ob  # 

! ^ ■'  '•  ii^'^  ^ . .. ' i.i.-  .'  WJ  • ..*4  J.  j ■ -f  '*H!fci.  ll. 


-.^0  iJvr  txf  'ri 


r,'* 


.Mmn 


■ • ■'  ^ •4-"  '-’T  ■ 

r.,vi.-  e%T.r>  • , w' ^4^  an<'S 

•%  A, it  , u.*^  - yfC^  'fA *:  A - \0  -Lu^f  V i>qu ' 

' " . I ■ ^ »i  ' '??<  ■ /?i4iV  >:■ 

V ■ , .^_  ■ > * i. 

■ vtit> 


■ >m  '’  ■ * 


. 

'> 


V ' I ■ ii  “>%’  ••  tK'  • * "^  ' 1-1  fflL “* 

•!^:t;/v..  , ..  ^;-  ,,  ; ,,.  ■■■^;*  .’  ■i'‘,,.iJ,  S^ 

"r I ?t-  as  vi  »<••-*  ;*X>X  v-5.  'XPi-Ttr  J tOwjfej^  wW 

""f^d  " 


sn4  .0^5  r .i^>;.:^^.  w wTTi^ni 

■-  ■ ‘i"'  •*  " V ^ \ V;'  'V;;-  ■ ^ 

r ',Xcfr4d4#;rij:  -jltXjD 

•.'  ■ ' ^'  '■  •j*'  ■ 


T»*  Xt-i  < 4 


^ ai  ^ ,,  n '‘  r ^ Mi' 


,'  / ^'  ' ■■'  ' • -V  ' ' - 


V ^ ’ ;.v  : ^ 

. 4 '''*•;  i». ' 


■„  *'  ■■  - ' . 2‘  ••'  . :.  ■ ■.■■.»  ^’.  • . J ; '* 

5f-’, 


i 


k: 


. f>  n . 


24 


quate  provision  for  a transformed  and  possibly  a phase  converter  in 
addition  to  the  motor  and  control  equipment. 

The  locomotive  cab  provides  none  too  ample  space  in  which  pro~ 
perly  to  install  direct  current  motor  control  air  compressor, 
blower,  etc.  When  in  addition,  space  must  be  provided  for  the 
transformer  and  possibly  the  phase  converter  required  with  A.  C. 
motors,  which,  themselves,  may  project  up  into  the  cab  if  side  rod 
drive  is  used,  then  the  limited  cab  space  available  makes  it  ex- 
tremely difficult  to  locate  the  several  pieces  of  apparatus  so  as 
to  afford  convenient  access  for  inspection  and  repairs.  Very  large 
A.  C.  motor  locomotives  will  probably  require  idle  axles  to  carry 
the  additional  weight  of  the  auxiliary  control  apparatus.  The  use 
of  guiding  axles  on  freight  locomotives,  therefore,  may  become  more 
a question  of  type  of  motor  used,  whether  A.  C.  or  D.  C. , rather 
than  due  to  any  necessity  to  use  such  axles  in  order  to  get  good 
riding  qualities. 

It  may  sometimes  be  overlooked  that  the  whole  argument  for  e- 
lectrif ication  rests  upon  the  superior  qualifications  of  the  elec- 
tric over  the  steam  locomotive.  The  fundamental  principle  of  design 
should,  therefore,  provide  for  the  greater  simplicity  of  motor  con- 
struction and  drive  as  well  as  afford  ready  access  to  wearing  parts. 
Simplicity  and  accessibility  both  contribute  to  the  reliability, 
high  efficiency,  and  low  cost  of  maintenance  characteristic  of  the 
D.  C.  motor  locomotive. 

Two  general  types  of  construction  appear  to  have  demonstrated 
their  fitness  for  freight  and  passenger  service.  In  studying  the 
types  of  electric  locomotives  that  are  now  in  operation,  I think 
that  they  can  be  resolved  into  the  two  types  mentioned  here. 


wr--  <«  i,i  i- 


%i-z-  'r'>"  .’.•i.'i^i^A"'  •>  .. 

fs  ' t ’ -■  ' ■-  ■ I'  , .’  .i-H'  ^ 

: . ' :i:-x..  'V  v:  ^ ^ 


k^l^r  /-s.  .•.  : Me  ,'rdt 

L ‘!!  ^Wfci 


Xt%>4e  .-a  M«i  -.lii;..*.  \'i.Uiliiait-#iJiil£«%t>*^W.i}l^^^ 


Li 


* M a ' i f A 

* Xtjf'  ' ••‘' ' . 


'U'igc.T  ,.■•>  .I  .’-^' .'T^f A I'anliiifi' 

I 


jt  'fti  VO  eX  fiPl^  I 

7 W a%*> HI t^t  jii-'  -ftittf  ^t4irfe  , J^S>  ^o^|:;fevO' 

r ' , ' V - -V 

f.  , ':%.  T ' ' ' ^’*'  ' ** 


y . ' r wOT,  ;‘'i- ^::v  - 

' %>jj(i5'  MrAt^0kt'X  M^  * 

i >-r^c,9  fc- 


rx;til'S»t  ?•  i -'i'  a^^^■' nfiKoer'Afe'^  v.ti.': ,Miiiiif0.9'-^'a!> 

m^'  '-A._.  K.  A-  . lA.  - ^ ^ I / w ^ ^ !ll^jl.  M.JL.  r_-i  ir  .ik  f\  . ik\r  J^'  T 1 l ' €<^11^!^  itf  X>  1^  f*^  < K ;-^ 


^ ,'J*V  ■ ' ' ■ ■■  . V',...  ' -i  . . 


■ '"%■  V-.  ,:■  >,:■':  .'  ' i ji  ' 




i:rt  !■>'■' 


■ .:.  :j:.!'__;  . i -'if  v.a^  * 


« &At>' 


25 


For  heavy  freight  service  a locomotive  of  approximately  200 
tons  weight  upon  the  drivers  is  demanded.  It  should  be  capable  of 
delivering  continuously  a T.  E.  of  16  percent  of  the  weight  of  the 
drivers,  or  64,000  pounds  at  a speed  of  approximately  15  m,p,h, 
(Largely  from  General  Electric  Company  data) . For  convenience  in 
making  shop  repairs,  it  seems  to  have  been  found  desirable  that 
this  locomotive  should  be  in  two  units  of  100  tons  each.  Each  unit 
is  carried  on  two  four  wheel  bogie  trucks  connected  by  a hinged 
joint.  The  motors  should  be  cooled  by  forced  draft  and  drive  thru 
twin  gears. 

For  high  speed  passenger  service,  a locomotive  with  superior 
riding  qualities  at  75  m.p.h.  is  desired.  The  simplicity  of  gear- 
less  construction  is  more  fully  appreciated  in  this  class  of  ser- 
vice. The  New  York  Central  t3rpe  of  gearless  locomotive  can  haul  a 
1000  ton  train  at  a speed  of  60  m.p.h.  with  an  efficiency  averaging 
90  percent  throughout  its  operating  range.  The  D.Cw  is  the  only 
type  of  motor  possessing  the  inherent  qualification  necessary  for 
gearless  construction  and  the  high  speed  requirements  can  be  par- 
ticularly adopted  by  them. 

There  is  as  yet  no  general  acceptance  of  a standard  design  of 
electric  locomotive.  Geared  side  rod  construction  for  heavy 
freight  service  and  twin  motor  gear  to  a quill  for  passenger  loco- 
motives appear  to  find  favor  with  the  Westinghouse  and  Baldwin  en- 
gineers, while  the  General  Electric  goes  in  for  the  simple  arrange- 
ment of  geared  axle  motor  for  freight  and  gearless  motor  for  passen- 
ger locomotives.  In  Sv/itzerland  and  Italy  the  side  rod  enjoys  an 
almost  exclusive  field. 


'T*  *1 

l'  f •>^fi-, 


iir/M 


I'Bj  *■  l ’#  ’’  ' /■'V‘ '^'  *1  A 1*^. 

M.  ■■  'l  ' ■ ■ :~.l  '-.  - ^’V*  V 


'■If  ■“-;ir" 


,Tdl-.f  1 


^■■■'  — '■  ■■.  -- 

■ 5'.i  ’:•  >,  ‘I'l^.t ' '•  -^ri 

.'  /'■?  • , Elk. 'jK" ®‘-iT  *wk"-i*lr'‘ 


•■■ir 


:v^'’ 

»!ii>  .I 


^T  5o"r%44ie^'vn;'' 
fir  .• 


j "*  ’ _ - - jr  . 


■J.u 


u5^f  ■''•'■••^%C)'ii’!l!i>’* 


Pw 


y ■ !ra>-«Br..-'»-™j™i=  .,  ;,  ..£ 

r.  ' ’♦I, 


— f.Vi-  ;t«^-tox;-e:a^4.'-!«£4ft.  ^A€*«£i«&  t4-;  * 4 


-:i;'s.  'l.J  j5-^;  -.: 


"^‘w* ' 

tXfs»  e-:  *;  .'  J.'  ■ ^.gfes^t 

^v.!i(5-1‘  «♦:•  i ^ /W. y. ^ etjsj) 

p :--*f  8 1 ^9 ‘I  ft.^'jXaf.f'Ti' 


,.A> 


; . ■■  • ’V '*' • '^  :■■•■ 

Vk  ' Yv^Wr?'  tcsi-’  • f 'w 

■ I' r -V  , ...  V, :, ; v,::::/:i^e,.f 


It.  '■'  . .’.7  , ■-  V'-:-.  ■ ' ''■•■-v.^r.-^M ." ^J™-'  ••5' 

■u  i_.i  ' jiij  '■  * ':’»^ ' iS!ii..ij  r "■  . >Vij’  .wSi?f' ■ .jl.»»'s-J '•  1.  JwSfl  ' ' 


'■iv. 


<t  TO*  ,i»f  cti 


!»»! 


6 •W-  ■™.-..  , '"^  “'-  .(»  _ 


26 


DEVELOPJ/IENT  OF  MECHANICAL  DESIGN 
The  main  features  of  mechanical  design  that  have  been  developec 

are: 


1. 

Safety  of  operation. 

8. 

Adaptability  to  service  conditions. 

3. 

Reliability  of  service. 

4. 

Convenience  of  arrangement  as  affecting 
efficiency  of  operation. 

safety  and 

5. 

Power  efficiency  (affected  by  miechanical 

design) . 

6. 

Service-timie  factor  (ratio  of  time  available  for 
service  to  total  time) . 

7. 

Cost  of  maintenance  of  permanent  way. 

8. 

Cost  of  maintenance  of  locomotives. 

9. 

First  cost. 

SAFETY  OF  OPERATION 

The  stea^m  locomotive  is  so  perfected  that  it  is  common  to  see 
it  operated  at  80  m.p.h.  forward,  but  not  so  backward. 

With  the  coming  of  electric  locomotives,  railroad  operators 
are  not  content  with  single  end  operation,  but  must  operate  either 
end  equally  well.  This  requirement  does  not  impose  serious  diffi- 
culties in  design  under  50  mi.p.h.  , but  for  high  speed  presents  new 
problems;  more  careful  consideration  of  the  running  gear  details  to 
obtain  most  satisfactory  results  as  to  backing  and  the  effect  on 
the  rails  and  roadbed. 

The  advantages  gained  in  operating  the  electric  locomotive  in 
either  direction  are  so  important  that  means  should  be  provided  for 


.'iri-y  ’ - 


F/*’vt‘'. 


: -V.  ’/\‘'^V?J^- JSftfe',  ^ 


bi  ‘i,  V- ' ■'?■ 

, •ii5''‘nswtov«i  .■M 


r 


ewfiJViV'  -/r.i  ^ E-.-s<5  ,T,imp  ':t  •^wasol  «d|  ; _ . 

,'^M  AS*  r Tk^?:*  'iff: 


:■ 


0'..rif-tt'S,’:JlS  ,i 
^ - 


m 


\ 


^ . jd^3it;«s6 

_.:  , ••  " r ^• ...  ;•■■ 


. {:•■  ! <0aikXipi‘^i  ^ | 


. c ^vft  .Its Crxj’-^l  "£t 


i fti  (jO  *'v  5’  i^’- 


-iim-  '-i 

' . -10  rm4  ^ 


J1 


7-y 


f c-i  . ii'i'C'.ije  (fjiilit’  r*)'Jtoe-%;xA^\osi^:idX<- * 


"V.1 


1 


u ■'.  •:  i jWo.<?a  *.i.  i at  « «-a,^  ^ *x»jj4'^4  oJr^<f«^Xfe.  .1 

i-'  ts^r  i^p  0t.ar  * q,r  '^iKl  4^5T 

^)..  -ll-3;il^  ifcjft. 

P.'  ‘‘  , ' "^^.■^''■■  .''.  ’■  :;;if  ’ ^>*’>1^ 

'00  •>  ■lit' 

f<i^  'saifiSXW'  '*■ 

■ ' /./.'f".  ' ■ • -ir  ' '^  ■»‘T'  ‘ ■ ^'  ' c 


H»M>**"!ii 


y<  prtyiyv=l^-a  . ...  .,  . .. 

• jLLSi^.  ■.  .'S' ^‘fi'iC/ lik.f--  . ,.:  S'X  w 


27 


satisfactory  double  end  operation.  One  way  to  do  this  would  be  to 
use  a four  wheel  guiding  truck  at  each  end  of  the  locomotive.  With 
the  use  of  the  extra  truck,  however,  the  importance  of  the  high  cen- 
ter of  gravity  largely  disappears,  according  to  General  Electric  de- 
signers. The  lateral  pressure  against  the  rail  at  the  rear  end  now 
appears  at  the  truck  flange  rather  than  at  the  flange  of  the  driv- 
ing wheel.  The  high  center  of  gravity  no  longer  provides  the  same 
increased  vertical  pressure  on  the  outer  rail  at  the  point  of  the 
maximum  lateral  pressure.  The  lateral  stresses  from  guiding  the 
main  frame  being  taken  at  the  center  pin  of  the  guiding  trucks,  the 
additional  vertical  pressure  on  the  outer  rails  is  dependent  upon 
the  height  of  these  center  pins  rather  than  upon  the  height  of  the 
center  of  gravity  of  the  main  frame  above  the  rail  head,  thus  leav- 
ing less  advantage  to  be  derived  from  a high  center  of  gravity. 

The  greater  weight  being  concentrated  at  drivers,  and  the  dis- 
tance of  the  truck  center  pin  from  main  truck  wheels  being  greater, 
and  the  fact  that  there  is  but  one  wheel  to  take  the  strain,  it 
follows  that  the  point  of  the  greatest  concentrated  lateral  pres- 
sure is  at  the  real  outer  driving  wheel,  on  good  road  beds  the  lo- 
comotive described  is  capable  of  80  m.p.h.  with  no  bad  effect  on 
the  track. 

If  the  locomotive  is  operated  in  the  opposite  direction,  the 
lateral  stresses  are  of  the  reverse  order,  the  guiding  force  now^ 
applied  at  the  driving  wheel  flange  and  the  reaction  taken  through 
the  center  pin  to  the  truck  wheel  flange.  The  swivel  truck,  now 
trailing,  is  free  to  oscillate  from  one  side  to  another,  and  the 
reaction  from  the  force  of  turning  the  main  frame  may  be  applied 
at  the  center  pin  when  the  truck  wheel  flanges  are  tight  against 


IW:",' 


iAai 


T.'T  fc-W/v  ‘ 

ihil>Ah>iito  “'■"  ■ ■'  

1-ww  jn’jrmir™»  (rf.T-’ 


iJ-.<p  ^^/Jsfjivir  » (cfo.  Sk^.'^ir  t»ir*»iScv  ■,..** ^utr ; v ^ 

^ ^ ■ ■ ■ -7  ' ^Tl-'  . <iP  '•  '^.  10,  -®L* 


■r:  ^ ■•■  ■-■  •:  ■■  0 S ■ 


'Sao  »,:;H  'd^:*i<y  vi#v?rf  » ^«ir4'  .M] 


I ’t^  O'i* T^r,  i *■  ,:  .*  • ’5;r?  r> . o t ;n,n*  >f Qo<>4s  < li•^L*^e^>'$^■rj5||fi^  ^ 


. x#3i  .e"'/  £i'i(?'i-  ti4^' ,h\9Xi\ip 

r _■>'»»,*  I . ' *■  ■'.  ''  . . . . W ”'  ' i»iri' 


fj^.-rvtv  .‘--i/J.*  lo.  %rft?  ‘-f.  . 

m*'  ' "» 1*  rf. 


W ,.  ^ 'w*+  . ■'v'j  / .,  •'^'  '!  ■ *' 

■ ■ ' ' ■'  r.  .•'.  rt  . '^‘>  ■ '.Ia  ' 'i4‘^ 

■_■*'.  I'  ■ T'  ' . f ' \.-  ‘ .*1 . . , • fl»  ‘ / jT'  , 


Sf^l;^'  * y.xt  -‘O  -Iijliy*:-  T-  ■•’ -m- 

'w  I .' 


" V ' ■(<■  ,„.V  '. 

■■j 


\ MT  ^0<znU  .aff?  '‘O  ;r^c^  W ' 

TOqi^. 


' ■ * ' ■ ’•■  -i-  '.ik'  »'.  ' -fr  ' ~ ' 

■i  \^  • 


iJH  irf:r,  iTO'^;/  4-  ..-^  ^iit&Jti 


■'^''if^^X  Lis^l  . 


, ifs^r  ‘r.  .?  ^ 


L*H‘t  ^atc 

.i . ' ' A.  jsir^ 


vj^ll  iy''C«.Y  *)  p 


V»  r^'';4aC' /ipirt’  x.  sa'xX^Jf-t  ,yi 

;GjU  • J'-'  :nrAsr±»ff^ 

■ ■'  ., . . . l|| '■ 


jet'  •■  ■ ,■;„  v.-.v”,  „/■’  3 v,i-- 


"“'  ■ ’•  ';>'■  i&\,  :*-- 


leiu 


-!;u  s-  if  oliOtf  aO  . « 

;*  ■ ' 'i'  !-.7^  ..-  .,.5 


, ■ "fi  ' ' ' "'  ■'•>’'■  i ■'  "JW 

CO  .w'  rfJif  • •<.'■.■.«  C?ii  :i!/  s 

'.»•  ■■:^  ' " ;-  '5‘  ./i  ,.  /•''-^•>«  j; 

*'  *>'  ,1  , ; I ,-.»'  ■'  V.  " *■■  ■ ''  , V 1 

!-  ' w ' 'j  v^.**.’!*  V'  ■ I 'iV  ' **'  ' ' • iij  ' j ■ ’,  { 

‘ ^ %^oa  .-A'iut'X  S*^  . oJ^X!t  Xo:^tt%.  3fb4'l;f  | 

, ;.,'v 


.:  ’ f .;  ,y '■■  v>’'  N‘tii  i3i  .:,  ^ I 

Mt  .syj  M fiJaift  y^ta  «iX.r<^4iXA3C3' » 1 

^ ..  rr-  . . „ _ . _...  I 

i ‘ ■ -rl  ■ . .,  ^ ; ,^y7-  A.W 


. . ,il?L  •■,--,Y..‘  i*-*-  -V^-swEen'  .'TfiMO-ll  - 


^’  * " ■:‘if'’' *'  ’ * ' ' ''' 

ri.'*  j'_ 


A?*  ’<*- 


28 


the  inner  rail.  This  allov^s  the  force  to  accelerate  the  truck  as 
well  as  the  main  frame  through  the  gage  clearance  to  the  outer  rail; 
thus  adding  momentum,  the  value  of  which  depends  upon  the  lateral 
distance  through  which  the  truck  is  moved,  and,  as  the  vertical 
pressure  on  the  rail  is  limited  to  the  normal  weight  at  the  wheels 
plus  the  vertical  component  of  the  force  applied  only  at  the  height 
of  the  center  pin  of  the  truck,  the  relative  lateral  to  the  verti- 
cal pressure  at  the  wheel  of  the  truck  may  be  greatly  increased. 

A number  of  observations  have  appeared  to  confirm  the  fact  that  the 
action  of  the  trailing  truck  above  described  is  one  of  the  most  im- 
portant in  producing  excessive  lateral  pressure  against  the  rail  in 
a symmetrically  built  electric  locomotive  with  similar  trucks  at 
both  ends. 

It  will  be  seen,  therefore,  that  while  the  swivel  truck  is  de- 
sirable as  a guiding  agent  at  the  front  end  it  is  not  as  desirable 
at  the  rear  end,  and  means  must  be  provided  to  prevent  oscillation 
of  the  truck  and  to  accon^lish  the  same  results  that  the  high  cen- 
ter of  gravity  does  in  a single  end  locomotive. 

To  accomplish  these  results  it  is  necessary  to  reduce  the  mo- 
mentum effect  and  to  reproduce  the  equivalent  of  the  time  element 
factor  and  of  the  increase  of  vertical  pressure  on  the  outer  rail 
that  is  characteristic  of  the  high  center  of  gravity  single  end 
locomotives. 

The  momentum  effect  can  be  reduced  by  introducing  resistance 
against  swiveling,  thus  restricting  the  truck  from  oscillating  from 
one  side  to  the  other  of  the  track,  the  amount  of  this  resistance 
to  be  determined  by  the  allowable  amount  that  can  safely  be  applied 
to  the  truck  when  leading.  To  reproduce  the  time  element  factor 


ju  I 




a !,v'.'  • ' '4  '’»i  ^'K/"  ■).;  V' 

<,!p>  jiftlrv# ' 1^ j' w ■ l4s  

!jL'«‘"6jt‘i-^--.v.  ':1:t •la'i'  t^^vejfii' ti 

:<i;  ’•■-j.  ■^’’’  , , ,’■  ...  ..  ,'.  ' '-It  -,i.;. . -*;/lL<^:,'  '' 


i.f 


T:*j  ,X  ^>«~’ 


r 


' *‘  \ '■  . ' " - , '^  ' .'"^i  ‘ ' 

^^^■’^^^■ 


.U^.'i^n'tant  vX^isitr-  i •/  isj) 

•' g ^ ‘ ■ : . ■■"  -iImw  ^ . • . .■ 


[ft:-'' 

ft.  ••  . ..  . • "•  -'■V:. 


^:.v 


^E't  Cl^'T  n' -'4 ■ i-  '■^tV/P'i ■'■'■’<"  '^1?  Hit;-  ■^i;|:'^''i'05;(J  it.i  z. 

I ' . ' „ '■  '■  . .-/..v  "‘A  'J-  :-  -y;  .^' 


‘i 


S-'  ■ -rr^'  ‘ 

. 76,1)/ «lt  ■•■'■' Sfeyiwli  :ip  f^ntir  ^i 

■ ij.<iA‘iaa.'jBij  joe  rrt.ti  JgM  <.rf*M'‘»<ii.'  'Js »'•!?>■  ♦i?fjfAPj(d 


Xoio . 

.’;  rf'cirr!  ■s^. liuno P P0t  '4» ^4’‘^ 

',  ,;^y.!.  * ■'•  '%v.,  iivt.r''^  '')^W‘"  -. 

[ '. -*>«eiii;.6T  -.c/'  f «iiCte..i?.  « * ■.  ''' 

* *■'  y.  ^ ^ ' .'_  '■;  ■ '■-y,i,,  *x.?^:-..  '•“y*  ‘‘V  ' 

-l*-  ;toJ>  ?,IaTiV  :Y^tTEtJi 

_'  - '■  •■  ,:.  ..;.  ..■  ■ .';;iAiK  ' '■  <'  ti:  ..,,  'J 


* ' *’  'is'^ ; ‘ *^ir'  • * aX  * * 

'■  ^ *c;w»  9?';  ,;J 


39 


lateral  movement  can  be  given  to  the  truck  center  pin  by  any  of  the 
several  methods  for  giving  lateral  movement  to  the  leading  truck 
center  pin  on  locomotives.  Best  results  seem  to  have  been  obtained 
with  the  method  that  is  nearest  to  constant  pressure  and  dead  beat, 
as  it  tends  to  prevent  oscillating. (Mr.  A.  F.  Batchelder,  Gen.  El. 
Co.).  I believe  double  end  locomotives,  while  characteristics  are 
different,  can  be  designed  for  high  speed  with  safety  equal  to  the 
single  end  locomotives,  and  this  regardless  of  the  height  of  the 
center  of  gravity. 

ADAPTABILITY  TO  SERVICE  CONDITIONS 

The  electric  locomotive,  besides  being  required  to  operate  in 
either  direction,  is  often  required  to  be  adapted  for  operating  high 
speed  passenger  trains  and  heavy  low  speed  freight  trains  over  main 
line  tracks,  to  negotiate  sharp  curves,  and  to  be  easy  on  light 
track  and  bridge  structures. 

With  locomotives  having  geared  motors,  the  requirement  of  o- 
perating  the  passenger  and  freight  trains  can  often  be  met  by 
changing  the  gearing  to  obtain  the  proper  speed  and  draw  bar  pull. 

The  running  gear  can  be  made  with  trucks  of  short  wheel  base 
coupled  together,  the  number  of  trucks  depending  upon  the  required 
weight  of  the  locomotive  for  its  maximum  draw  bar  pull  and  also  al- 
lowable weight  per  axle,  with  such  a design,  curves  of  very  short 
radius  can  be  operated  over  and  the  weight  per  axle  can  be  such  as 
to  allow  operation  over  light  structures. 

RELIABILITY  OF  SERVICE 

When  design  is  such  that  it  is  safe  to  operate  at  the  required 


' ■'  - ■ '-’.i-J-ttiiia 





J-.  “■'■  - f'?': '#*y 


. ''A:  ;,i 


V - v -n;; 


S-i  '-rt  _.  . ' ' .-i-  4.;,?’i,'  ;. 


LS' 


I 


* ■"  ■ ‘ ■ 
■iic’T.  ' '■ 


■■■-«v'.'»T  ■■  , °^  - -r.v  .r 

i\  *■! , rVl''  ' ’ ' -JUL**  «.<■■'  '*•■  ",  .V  >\*p,  , “■  "**■"' 

[,  m ^‘>  - ■ :,,7 

^ ■ .. ' M-a  ■T.V"  i ■ 


j>'.m 


t *'.l- 


A/ 


* _,v  ,•  ■ • ' '’  ’■  . j*  ,.;V.'^vr 


ff'’.  V 


v:  n'S  P'sr 

- ^ i*‘:  ’'irji*  :,  , ';"»,y.t?l  , uj!>'’‘Xiwfe9?5>  ^.fs.t 


f'>  is 


.,',*■  '.iiT ='*■•.' 

Jj-  ir  ->  .*.  : ‘ ii»  * 


.?■’ 


f :.vrA'. 

4 ••  'V  V I 


^ -0  To5  oJrx.v*  ' i^'x^Aotx. 

^ ‘ ' ' • '■=  .»  * ' • '•  ••  f'lSWUBi ' ' T 


;''^!?:flyi:  -u 

?.'  ':s^m'^-‘- 


.:i^f<f  *iJ-4  »:.T 


*:»  ,,*b-  > *'vV'. 


iui:  m<'^  fzh4xo'^i>:.siM.t^ 


M :'»S*SB^'  j;iW 


i 


■ L :‘h" 


7 J 


«('i? 


Hi 


" i- 


r'--,<iia^Ti2is’-^ 

t . * I.  . 

it  ' Vi'i:  '!.  J ■ w^mm^mi^mi^//It.-'iltt^*-^ ' jSiimmt''!TL,.  .'\  jA 


'■}'S; 


L %5 


30 


speeds  and  is  proper  for  the  curves  and  other  service  requirements, 
and  a liberal  factor  of  safety  is  provided  for  the  parts  subjected 
to  strain,  the  reliability  in  service  depends  mainly  upon  the  bear- 
ings, their  lubrication  and  the  method  of  power  transformation  from 
motors  to  drivers.  It  is  necessary,  therefore,  to  provide  effec- 
tive Rubrication,  as  few  bearings,  and  as  simple  a driving  mecha- 
nism as  the  design  of  the  motors  will  allow. 


After  providing  all  Interstate  Commerce  commission  safety  ap- 
pliances, it  is  important  to  arrange  for  the  most  convenient  loca- 
tion of  the  operator  to  allow  him  an  unobstructed  view  of  the  track 
and  signals,  to  place  within  his  easy  reach  the  air  brake  valve  and 
low- signal-device  handle,  as  well  as  reverser  and  power  controller 
handles,  keeping  in  mind  the  importance  of  making  them  so  free  from 
complication  that  the  operator  will  require  the  least  amount  of 
thought  to  manipulate  any  of  the  devices  and  be  left  free  to  re- 
spond to  signals  and  look  out  for  emergencies.  Arrange  housing  of 
electric  wire  easy  to  inspect  and  repair,  but  protect  against 
live  ?;ires. 


POWER  EFFICIENCY 

The  power  efficiency  as  affected  by  the  mechanical  design  is 
governed  largely  by  the  type  of  the  traction  motor. 

It  is  apparent  that  the  gearless  motor  mounted  directly  on  the 
axle  allows  the  design  of  maximum  efficiency  on  account  of  its  few 
bearings  and  absence  of  gearing  and  moving  parts. 

The  gearless  motor  which  is  mounted  on  a quill  and  driving 


T '.•„  ^•r,’y.  >*i‘. ‘ ' trtf  ■•.ynS 


7^ 


4 ■■  . f !■  F ...J-,  ^ ,*  ' ^ ‘r,’  f *■  yTyi  ‘ ' rV  ■v/r'Z\^'Mgn^K-*  • • , 


ijti'.  ot^  "ii  f-  ^f ; ^''‘ivew-q  \ 

j |..  .•  p$^Yi  ^ r. jjrv'-t'--  ' ^ vttp  •; , ^rjl^n 


V . 

‘ 4.  - ''• 

^'  .•••1!!  ! ■ t ■ i 

r¥  4 

r t-.  :>\r-. 


' ■*"  ' ■*  " * -’a-" 

■j'ri 


i 


*4  .•••X’  • -V  \ ^ ^>  ' ■ . V‘-‘. 

,^\v'‘-''-;4R':  ,T"rcf-  lii  .C*j».. 


.'V  ,, 


■ V ■ ‘:'V  ■•“• .'  • ■'•;p  '•• 

. -•  tiss*--  ’1-  "--I:  aifix'-o*#*  .f ^4ir‘ 

* *^  ' ' '4  * * 

-■:»i . V-  6>'s . -'>i-5r  •«*'y'i-i';  *i<b>iv«4-  -■^■^''>'*  *C*^ 

'■^wi  ■ ■ ■ ' >3^*  -^-  , . 

j-fe.- P•^.„  ro*'^07<*  -ifcf 

■ '.  *■-'  ■<,,  ' ■ 'V'.  I'-  '«’:'  •’■' '"•' 

I 


..,jF. 


fT 


'V. 

‘^■A 


W'  » 


/I 


^i'--"  '.’H 


^,»  ^ ^■^■5  ; '»»  '. 

' ; '*  ■ aiCfliv  ’TOl  o«J  ^ gri?i*iAw\  • . to* •*'■  ■ f t * 


’'AX  A-.  ;li ' ; '*  ■ Ay«v  tci)|  o«  ^ VM ’ 


,'■  J'.*’'  ''  I*'.*  Hi!  t ■■■■■I  til  . ^'  . ' ..I'  vitiMf'  *Jv  ■’  \ 


■V. 


31 


through  springs  to  the  wheels  may  be  considered  second,  it  having 
additional  bearings  and  a greater  number  of  moving  parts. 

The  single  reduction  geared  motor  with  its  extra  bearing  and 
gear  losses  third. 

The  single  reduction  geared  motor  driving  through  gears  and 
side  rods  to  wheels  fourth. 

Gearless  motor  driven  through  side  rods  and  jack  shaft  to  wheel 
fifth. 

MECHANICAL  EFFICIENCY 


Bipolar  gearless  100  percent 

Quill  drive 99  percent 

Geared  drive  (tv/in  gears) 95  percent 


Geared  to  jack  shafts  and  side  rods  . . 90  percent 
Direct  connected  jack  shaft  and  side  rod  87  percent 

COST  OF  MAINTENANCE 

The  cost  of  maintenance  is  dependent  upon  safety  of  operation, 
adaptability  to  service  conditions,  reliability,  convenience  of  ar- 
rangement, quality  of  workmanship,  ease  of  inspection  of  parts,  and 
simplicity  of  design. 


T 


. ^ [ ro.p.  ".‘  >“7  0 Uif 


*tihl 


it^  'f 


f^ajfVr  :*..  Ai?)ix  ,;.  . . : /;  -Wjfc.' ’‘  ’: 


.-’V,' 

> -‘^>  f # ;’i 

. -t 


■T  ■>  rVM  • ‘f  ’.I  ''■  ' . -'>, . , --s 

l.'r3^''«*i*^^ 


P Tfi  ' i* 


!:s:  t '•*«  '•‘5  7 ' '..f 

« y|;;vwr  -.V  ;'V^ 

- >'  f.W'  ■^■■% 

4«,MS'r  -'«■■  . . . . 


i vu.  ' ‘ 


i tfib  ,^l  - 

" '■*  . • ■■'  l-,(  ' 


iif  U' 


j;S2<^*K?u  V 

r>» 


*/■  ‘I  .:'  JSEsc  iX<3tr  4 


'•  7 

i ' 


f T ■'«(„  tFiO?  ■ 


^ :.  'f: 


\ > • 3 * * "'It 

• '•?-■  ’’''A  u.X  ? o.X'iii^w 

•••Ti'  ;;>;-r\V;..f:t»V^<50  » i f «*T  ty6i  Vifsa 

25u»  .sfxrv;  t>0.r^u  «'^vlUa Ip- 

'■  '' 


-*  " 


t'  ' 

.v^  . 


."'•- , . ,p^‘ 


y^r<iU 


*JSTJ  ■■':!. '^s--rri. 


'l>i  .,4>J 


32 


DEVELOPMENT  OF  RAILWAY  MOTORS 

The  ,elec5tric  motor  is  but  one  link  in  the  electric  railway,  yel 
it  is  of  first  importance.  The  motor  receives  the  electric  power 
and  simply  translates  it  into  the  requisite  drav/  bar  pull  and  speed. 

The  first  general  observation  made  regarding  motors  for  use  on 
freight  and  passenger  cars  was  about  in  1890  when  one  motor  per 
truck  was  mounted  on  the  first  double  truck  electric  car.  About 
1898,  electric  motor  cars  had  become  bigger  and  heavier,  higher 
acceleration  speeds  were  used  and  coaches  were  hauled.  The  service 
then  required  four  motor  equipments.  Later  imporvements  in  the  di- 
rect current  motor  include  commutating  pole  and  slotting  of  mica 
between  commutator  bars. 

Three  phase  motors  were  well  developed  before  1902  and  few 
changes  have  been  made  since  then.  Single  phase  motors  have  been 
developed  since  1904  and  they  have  rapidly  improved  and  are  well 
perfected. 

DEVELOPMENT  OF  RAILWAY  MOTOR  DESIGN 

Railway  motor  design  embraces  machinery  which  furnishes  the 
greatest  possible  output  at  the  least  expense  in  first  cost  and  in 
performance.  Motors  have  had  to  undergo  many  changes  due  to  the 
many  different  conditions  of  demand  on  them. 

Some  of  the  details  of  development  are: 

i/Iagnet  frames  of  direct  current  motors  were  originally  bipolar 
and  of  cast  iron.  Modern  motors  have  used  cast  steel  frames  large- 
ly because  the  improved  magnetic  qualities  of  steel  allowed  a reduc- 


f I • 


Sli'  XtV' 

T5,  - . ‘^'  " 

i '*V 


7. 


.j-  . 


' im 


mm 


l^'T^'  4}  _ 


‘ * I •'  • '»';»■'/ T'y*'  ■■ 

•t  .=o..‘m»gi  ' ■-<  ' ■ M,,v.  '-?®  ’"‘’“ 

•■.'■».  'ij^lplJ  , :-i;  V>  ■ \ Ljj,,  ,J 


v-y:' 


x «'  . 


^.  , . ..  '^  ■ ' '1'  • ■,.'  ' , 

A.r  2-‘v-.-*^‘mtftrr^-: . i;4y"f^*:vi<»oe*»  oifT‘  , 

X:  ‘ t , ’ .»W.  ' ■ ' \ \ >»..  ^ V 

» , S ' ^.-'  / ',  4V'  ''*  ''  >f-  ■ ■ '~  ' n 

,^tfe  js  , .*  4 ■.  ^ •oi'/^-i'  ? i 

V ?.,  ■■  .;■  ''  '-L  • jf  X ^ ^ T' '^. ' 

4j5  s-a.^j  r-t  fV*»  4^rj?iv sdT  ^'Si  ' 7 


.t-,  -..  li,  'J 

V=fc*^  I'*" 'M.  ■ • ll^f-flpy^  ■■•'"  ‘^  ' 4 ‘ ’¥*‘,"-'’'.  t 

. , . ' ‘ r _ ‘'Vll)  ',  •-  ( I E 'J 


tc-.'  1- ,.-%I,/.'  »)0?C?«»'*i;'' 

' ■ «.  ■ ^ I » ■ in  *•■  • ",  .‘i  I ■ ♦ 


Ifl  *•■ 


\T- 


J 


S?-''  • , /.X  !'  . ; W '<i,  . ; ■ 1 . ‘ir  •;  f«  *.f 

. •i'’^  * f ,^'  ^ I '*''wi|i^  >■ 


^ ' i i1  i . ■ < ?. 


i W'si  jfTP  V ' ^li^'5i ' X* 


ItXfw 


' , .'^  * .;i  * jf 

i -♦OAt  % -i  * vl  .rn  t 

. , '■'  " ■ f'  -'i! . ''f'fl 

4\  .<  w.iYc  evr  . ..'^^±AO0k 


••'#''*' ,/v --  w'  - T.'iT  ■;''  ./ \ r», 
»;;=  ii'  'T‘f/’i>,;(3t-iily » ,;ffaHt^1i?EK!  ,,,.; 


'j  . ,.{*  ?ufr  o:-  Jb^, 

'r  ■ r 'K’l  ',  _ ';;■->?.••  ’’  ,'"  . • 

. .'"y.  ■■■  .'  ‘ ■’■■  * ■ ' ’ \ 'W.'sJ 


* ■ 1 .4- 


y •'  !. . .<(>^iljalil  ' ..j,i..<y  ' mX'  ‘Ill'll  '•■’^kV'.  i-*’*' 


^^1 

% 


r)  , •'  !.  i .T:«<  UVflBC  . * •!.'■.•,  , % ,'  "Ji.v  ■»  !.»•  »,/^l/7iIf  ' ,,.,i|^Ji,  ’ 

■I , «t  £}  tkt»  V 4X4  £«  -Xis/*  i^aMisoSvf^ 

!.  ‘ :’^  ' /5^.1:';„- ■’  . ';■'.  kSf  v':iS 


2kl 


■ <»ll 


gyff"-^ag-ow^?W:j!.'sr  )fj' 
’ f' ' 


< .W.i 


k>  t 


33 


tion  in  the  weight  and  space.  Sox  type  frames  were  introduced  about 
1898.  They  have  a single  magnetic  coating  of  soft  steel,  in  the  form 
of  a cube  with  well  rounded  corners.  Maximum  capacity  with  minimum 
space  together  with  rigidity  of  frame  are  obtained.  ArmatoTe,  field 
coils,  and  pole  pieces  can  be  removed  through  the  end  of  the  frame. 

Enclosure  of  the  entire  motor  has  been  finally  effected.  First 
it  was  protected  by  canvas  or  galvanized  iron  and  then  by  the  use  of 
most  of  the  magnet  frame.  An  example  of  this  was  the  famous  water- 
proof motor  of  1691.  The  covers  over  the  commutators  of  small  motors 
are  closed,  while  the  covers  of  large  motors  often  have  many  half- 
inch holes.  The  axle  is  enclosed  on  the  Pennsylvania  motor  cars 
to  keep  out  the  dust. 

Poles  of  direct  current  motors  were  originally  of  cast  or  wrought 
iron  or  steel  but  are  now  of  lanimated  steel  with  magnetically  satu- 
rated face  bolted  on  the  ca,st  steel  frame. 

Commutating  poles  were  developed  about  1907.  A small  auxiliary 
interpole  or  commutating  pole  placed  between  the  main  poles  holds  the 
neutral  point  thus  reducing  the  sparking, 

Fiela  coils  v;ith  both  shunt  and  series  windings  were  found  in 
the  first  direct  current  railway  motors. 

Armature  of  small  motors  was  at  first  of  large  diameter  and  the 
armature  winding  had  hand  would  surface  coils.  These  have  been  su- 
perseded by  machine  wound  coils  with  straight  out  barrel  winding 
imbedded  betv/een  teeth  of  a slotted  armature.  They  are  all  formed 
and  insulated  before  being  olaced  in  the  core. 

Commutators  were  originally  of  small  diameter  and  poorly  insu- 
lated but  are  now  long,  of  large  diameter,  and  have  ample  stock. 

Brushes  were  originally  of  copper  set  at  an  angle  with  the 


I 


^JO  ''  '''^'  , i t I ',  v’v  Va  '^*'  '■  ’’*:'  *'■  "TM'  .ivi  'I 

' 'V  '■  ."'  .;-f  . "iS!®  '■  i#r'r  ‘ 5 *>'■■.  v' ..  VA’^’alilf :v'jsii  ’ 


’il^.*'  ' HR’''  ' :.  ':  .«'-■«'  II;' 


1 


I 


V ■ ■ .V  i ' 

. ™—  ' ' ■ ''"  X'  >W"-  »)• ' „.,  -.  , .1  , , . . 

’ '^.ca^’S  ..i-^  • 

■■■'  '■ ' i '•  .'>^  ^ 


' *.;>'  ’^i  f J iT 


Vf!i«  ' ■ •-:-'-ir  ..T’  Asfi-. 


0:'  '' . . 

’■O'  „ . ,.'  ' ''  ^ ~ ' ’i 

>M  Cvl^A>tS*”  -^A 


't. 


'wSi 


[;  “ijbaV  'jivS'feb  J^»>'Ti  if,'!'<fi‘  . ’■■«■' fl,*il^'>W'!f#^ 


'■  J^.1:- 


i , 


jjliKJTv  ■'  ,' 1 ™ "'  ' ‘,  i*'4F**‘  , \./';  '''-11=51*% 

'P^ 


^'.3 


-3 


L'.  *^'\W 


34 


commutator.  Van  Depoele  introduced  carbon  brushes  in  1884.  Good 
carbon  was  used  as  early  as  1869. 

Sparking  at  brushes  is  no  longer  destructive.  The  relation  of 
the  field  magnatism  to  that  of  the  armature  is  understood;  and  the 
use  of  the  commutating  pole  in  direct  current  motor  and  of  compen- 
sating coil  in  single  phase  motor  key  the  neutral  point  at  the  brush 
contact.  The  commutating  pole  motor  has  doubled  the  life  of  brushes. 
The  New  Haven  brushes  have  a life  of  about  3S,000  locomotive  miles. 
(See  El.  Ry.  Jl. , June  19,  1909,  p.ll08). 

Brush  holder  design  has  been  perfected  by  the  use  of  rigid  sup- 
ports, Longer  creepage  distance  prevents  flashing  through  the  car- 
bon dust. 

Armature  speed  with  the  first  motor  was  high.  It  has  been  re- 
duced by  modifying  the  magnet  frames,  increasing  the  number  of  pole 
and  lengthening  the  armature  core. 

Gearing  from  1888  to  1891  was  double  reduction  and  entailed 
high  maintenance  expense,  pour  pole  motors  introduced  in  1890  al- 
lowed single  reduction  gearing.  The  ratio  of  gearing  was  changed 
from  about  12  to  1 to  4 to  1,  Pinions  of  raw  hide,  sheet  steel,  and 
bronze  have  been  replaced  by  those  of  forged  steel.  Gears  are  now 
enclosed  in  gear  case.  Spur  gearing  seems  to  have  been  found  much 
better  than  bevel  gearing,  v;orm  gearing  and  hydraulically  connected 
gearing,  belts,  wire  rope,  links  and  chains. 

Gears  are  used  at  each  end  of  the  shafts  on  the  Baltimore  and 
Ohio,  Great  Northern,  and  New  Haven  locomotives. 

Gearless  motors  are  the  popular  type  on  many  of  the  big  General 
Electric  constructed  locomotives. 

A gear  may  be  in  one  piece,  or  split  and  of  cast  steel  which  may 


\ 


35 


be  bolted,  keyed,  pressed,  or  shrunk,  on  either. the  axle  or  an  ex- 
tension of  the  wheel  hub. 

Pinions  are  now  used  which  have  great  strength  and  uniformity 
of  metal  without  sacrificing  toughness. 

SUSPENSION  OF  MOTOR 

Suspension  of  motor  was  provided  in  the  first  motors  by  mounting 
them  on  the  car  floor  and  connecting  them  to  the  axles  b^^-  belts, 
wire  rope,  or  sprocket  chains,  and  often  through  a friction  clutch. 

A direct  drive  between  motors  and  axles  by  means  of  gearing  and  crank 
rods  was  the  outcome  of  the  earlier  method  of  connection. 

The  nose  suspension  was  introduced  in  1884.  One  end  of  the  mo- 
tor and  half  of  the  weight  were  supported  directly  on  the  axle  bear- 
ings and  the  opposite  or  armature  end  rested  on  a cross  bar,  sup- 
ported by  the  side  frames  of  the  truck.  Nose  suspension  is  the  sim- 
plest and  has  superseded  all  others. 

» 

In  1890  Westinghouse  motors  introduced  the  cradle  suspension. 

The  entire  motor  was  placed  on  levers  or  horizontal  bars  at  each 
side  of  the  motor  and  all  the  motor  weight  was  transmitted  to  the 
axle  and  frame  indirectly  through  springs.  Two  motors  per  truck 
w'ere  used  and  one  motor  balanced  the  other.  Each  motor  formed  a lev- 
er fulcrumed  at  the  axle.  This  scheme  became  obsolete  due  to  the 
higher  first  cost  and  the  inaccessibility  for  repairs.  (Burch — Elec- 

tri-ce  Traction) . 

General  Electric  motors  of  1893  were  using  the  side  bar  suspen- 
sion. The  side  bars  rested  entirely  on  springs  carried  by  the  motor. 
One  lug  on  each  side  caused  the  suspension  to  be  through  the  center 
of  gravity  of  the  motors. 


f ,ii , - , y 


'*''  ;^;  ■ ^ 


ff*  '> 


"■  /J’WJ  ""  WWSf  ■■■^i 

'^V  rv'  ' • ' '•'*^^'i?  P ' ■‘''fl  ' 'p!^ 


m '■■■'  *■•  »•■  , ■"■'•r  ■."’ ' 'V! . ’ .(» ■■ iA  Si^'-'  -^-  : ^ ' - jo- 


kmyA  ■ 

<•1% 

rt 


,-,v  P 

/ ' I.’- ■»'•  \p ' *■ 


x&*rf  i .;xrt*Oftrbo'^  ,.’:£^x  V ■■  C* 


•V'.  ^*'i'  ,,'• 


sh4  P X ! urjj£>' 


P‘ 


’’  7w i ..  •'  • , I A.  *" 


/.  1 


'■  .t 


'■•.  •■•■■'  y -c  ■ '■  . *•■;'*■  ■,^' 

’ ' .'■■•■■  ■•'' : " ■iW:  ' V'^>v 

! ..sfo^r^sf  v'q' f.^'ol-;^,  c-'srf 

'■«’  *'  ♦ "'’  ’ '.»  \v!-,i  . ,.V  ■'• ‘i/ * ■ ^ ..jb 


n 


%.l  „ ^«WV‘  ' ’'•  . :a''.  ',.ii  •,.,*  ,-•  ■' 1^ 


¥ 


P' ' ■ ''V'  ■* 

.j¥;  ■■  ,£.■  ■ ,,  i 

vi- j p- • •iiiill 


.a 


. r.*h 


jft,  Wi 


^-^•If^iMir'r'd  'iVii  " " ' "*  "•■■ 


f ',■' 

^■fr 


111 


0^1 


36 


Yoke  suspension  was  a modification  in  v/hich  the  weight  of  the 
motor  was  largely  suspended  from  points  in  line  with  the  axis  of  the 
ar ma  t ur  e shaf  t . 

The  Walker  spring  suspension  was  introduced  in  1895.  It  never 
was  put  into  use,  however. 

In  1891  the  London  Railways  tried  gearless  armature  mounted  di- 
rectly on  the  locomotive  axle  but  the  plan  proved  to  be  a failure. 

In  1895  the  Baltimore  and  Ohio  gearless  locomotives  used  quill 
mounted  armatures which  were  flexibly  connected  to  the  driver  axle. 
The  frame  was  spring  suspended.  New  York  Central  gearless  locomo- 
tives followed  ten  years  later.  Motor  armatures,  weighing  7640 
pounds  each,  were  mounted  directly  on  the  axle  and  the  total  dead 
weight,  about  13,000  pounds  per  axle,  was  the  same  as  the  ordinary 
steam  locomotive. 

Quill  suspension  of  armature  involves  the  mounting  of  the  arma- 
ture on  a hollow  motor  axle  which  encircles  the  driving  axle,  the 
inner  shaft  being  held  concentric  with  the  outer  shaft  by  means  of 
spiral  springs.  (See  Fig.  7 ). 

Crank  rods  and  jack  shafts  are  discussed  in  the  chapter  on 
Types  of  Drives. 


TW'  - 


/ M 


11^ 


, < 


:f^A. 


vJ;  M*^  ^ ^ -V  • ‘ 

ktjV'V-:.'  .t't  '■•  ,^>b^-tij  '\6xiii,:,i:.-ztii¥Sm  444VW‘^'^' • \j:i f 

' ,^,  . . ]■  y ^ r'‘:ii^‘'^';  ■•■''..  ■■  ■ .■.■■'h  -/jj- 

■P ^'V , ■ . V ri  ■ . ,'-^'^*!iy  <;,L^  A.. I ..■  4^‘  ■ . i«H‘*S?  v-y  ^m':  ^ 

’ • ;i. ' ^ ' '<  2 1 ■ y.v  ..;  •'  .'^'‘  ^ ■ .1-^  , ^ ' .;•■  ' , ■^!5^R,r-^ 

(■'  nd  .o.y  %i-  ^'lAr  a<X'A#'i. 

j '■  I ■ ■ i , ,y&3i...'  [ ^ , f.  , 

I lin=ijis^  VI  .f ..  .'ijo'at'^X  -<'‘X^w■'fi4^'  •^'r'<^  8»*<J.  = '^l2€^X<-_,  tll  ''  h i^i 

Y;i^lTxs;  fisvirm  %t^  'r  ^ .»caxiifi>.v 

*»»!>ik(£  E*uj<..*o.  j(«>y  ^isf-  \'-a.M«^:*i/-. 


r®K'i  ■• . . -D^B?  ,.^  ':Ut%  I W 

ft  V •'"  . ' ^ 


^ = 


£jb-.-c.^  ... 

^- , * 


V,.at’7il  ,.  , 

.jr  . J ' ,.  :iSkJ^.  .a  '.fi  ' I 


•"■  ^ "*v  ■"  Vi^.'  ‘.'  ->V^t:v-.’n 

tH''',  _ u J J.,  r ./**  i.x;rik'  ..fc.'.  ..c.  «iir^ . l' 


V5, 


il  '.!'(. 


■>^  '■-. 


m'.'- .' ■'  . . ‘■' “ ..  ' i- '..  . 

-'B-'.a.<iJx.  ■iT  ,,jr^4^  s4>'  civ ..  ^''  c 


t?l.  ':'  .t,' 


• 'h''  ..i  y. 

: ■ '•  ^v'  .vv«^  ■ „ ■ 


■‘'5''  ''.  .rjt>  hw:  kft 


*.  - / 


^*rtO'  '■: 

I i_l.^  jh  ^ 


< : 


‘ 1'. 

'•  ' !'  1 "'< 

-.  J .■  'V 

y'  ' '.','  ^''  ■ 

' 1 'V  ■'  ’ 

-'  ’ 1^#. 

4.,  , .<..1?  *-  ■ ■.  ■ 

. *Vw( 

,tm 

A ■ ^ 1 '•  Z ', 

r^in^ 

''*','i ,. . V ftujfiii 

BQHy||DH* 

37 


SYSTEMS  AVAILABLE  FOR  ELECTRIFICATION 

The  development  of  electric  traction  system  preceded  an  exten- 
sive use  of  electric  power  for  railway  train  service.  The  commer- 
cial systems  that  have  developed  into  use  are 

Direct  current  600,  1200,  1500,  or  3000  volte. 

Three  phase,  alternating  current  3000  or  6000  volts. 

Single  phase,  alternating  current  3000,  6000,  11,000, 

or  15,000  volts. 

Combinations  of  these  three  systems  have  been  developed. 

The  developments  of  direct  current  systems  have  given  it  the  fol- 
lowing classification.  The  potential  between  the  trolley  or  third 
rail  and  track  rails  is  usually  600  volts.  This  is  used  on  most 
street  railways,  interurban  railways.  New  York  Central,  New  Haven, 
Pennsylvania,  and  long  Island  Railroads.  Direct  Current  at  1200 
volts  is  used.,  however,  by  about  15  American  interurban  railways. 

The  generation  of  energy  for  the  direct  current,  600  or  1200 
volt  system,  for  railw'ay  service,  is  not  as  direct  current,  but 
rather  three  phase  alternating  current;  the  latter  usually  being 
transmitted  at  high  voltage  then  transformed  to  low  voltage.  It  can 
be  changed  by  rotary  converter  to  direct  current  at  600  or  1200  volts 
in  substations  along  the  line  of  the  railway. 

The  development  of  direct  current  began  with  75  volts  and  soon 
jumped  to  200  volts.  In  1895  it  increased  to  600  volts  which  is  now 
a standard  in  95  percent  of  the  railways  in  this  country. 

The  1200  volt,  direct  current,  two  wire  system  was  first  tried 
in  1907.  This  system  requires  doubled  insulation  at  generator. 


J i S’  ' n'^  >j^s.iSr'  £^-ijtfls!,-;6p*  ■ ■ ^J.  i 


I 'ti zi^fijt  6i.^  .^wLi 

{..**  ■('*■'*  _.•!  . ' ' ' ^ ’ *■  y ^'|  ’;'  'v  . . ■ .W  '(OJ*C'''¥!L' -*y 

■r  " .TfV<jS'Y  |y 


oot}C  (Ta  crm-'X'i'i/^  rr^^fi^K  ' 

*’  ■■  \ ^ ■:. ..  ;>:vv  J.:i.:.^.i4;;^ 

T»£u&fK|.? 


1 ' . ifX^'rfjb  T • tt'/  0 i V ‘ " ' ‘ M 

! ■''•  ')Qi^t  ,tc  <|05  i)?«  ? 5?-V^ V ' 

m ‘ ' ■ ■ . i'‘  ' 'V  ^ 


^4 


«Ei, 


38 


trolley  wires,  controllers,  and  commutators.  Three  wire  systems  are 
those  in  which  the  track  is  used  as  a neutral  line,  not  for  return 
of  the  main  current. 

Generation,  transmission,  transformation,  and  the  use  of  three 
phase  current  at  15  and  25  cycle  and  3000  and  6000  volts,  followed 
the  direct  current  system,  for  railway  service. 

Alternation  with  revolving  fields  and  large  transformers  for 
high  voltage  had  been  developed  in  Europe  by  1896.  Tesla  developed 
the  three  phase  induction  motor  with  and  without  collector  rings. 

The  development  of  a nev;  system  to  utilize  and  adapt  this  eo_uipment 
for  heavy  railroading  soom  became  noticeable. 

Siemens  and  Halke  exhibited  a three  phase  600  volt  50  cycle 
1400  r.p.m.  11  to  1 geared  railway  motor  at  the  Chicago  Exposition 
in  1893. 

Italian  railways  and  three  Swiss  railways  used  this  system  in 

1898. 

Ganz  Electric  Company  made  the  first  initial  electrification 
of  this  system  in  1902  for  the  Italian  State  Railways.  This  was  a 
15  cycle  system  of  3000  volts.  It  required  substations  placed  six 
miles  apart. 

In  September,  1902,  the  first  real  signs  of  a new  single  phase 
alternating  current  system  became  noticeable.  The  details  of  this 
nev/  system  had  been  developed  largely  by  the  Westinghouse  Electric 
Company.  This  system  marked  a great  advance  in  the  struggle  against 
economic  limitations  in^posed  by  direct  current  systems  on  the  trans- 
formation and  distribution  of  power  too  widely  separated,  heavy  in- 
direct train  units. 

Single  phase  is  used  with  3000  to  11,000  volts  and  15  to  25  cycle 


k 

j 

i 


, ‘9 


■■■  [»i'.  '■■'fr;:*'  '■  ■ c-^'~‘ 

t^"  ' ;.r'.  »?,„ 

'.  A- ■ i -'•■*  \\  ,.  ' . -IX  ^■'. , 'i  ■' f I \ 

. ^'k^-  ^ ""  ^ / ■•  ' J^^  ,#■ 

Zot^(^  :>:» , j^-^'-  t44i  'Sfitf t _,. 

'’<'  ^ ^ '■  vv>  , ■ ■.'■ 'Il  ; 

f;  <«..  ■;  r .,  ! 'V  n>WJfi^Tr»aa¥/*4m^  iOBtfV.  ^'S 

, ' ' >i^'  ■ : "H  ■ ,V  ft'! 

^^'iw^foX'S^yet  A.I'Hri;''  -.<*?•;'?  t vtf  tigw;'Ar4X  is^.l 

^ 1^. -i-'^-iv  fc.  - ..  -A  H k A ^ ' i.  ^ ^ ^ ^ ^ If  . _ 4,  *ilL.  , n.  'W  a 


k.i^U/pft  :*^q0bA  . &%  ht 

ir^'  ... ' - " u . '<«'  ^ ' '■  fil'  ^ 

fs>. 


K 

•r 


f.\ 


I . • . ■ ,i  r> 

fjXO'yOf'  Or.  .IXW  -/Df"  « 

: p.-„ ■ 


.;•  ..'  v:  ’.  •/''.  t P "P' 

U tfi.  .'ivofc-ifc  X 

••*!  ‘ * ’■  ’''%'^  ' •■’a:  ^ ■ %' ••  Jtj 


•X  gv  I 


‘i 


.,>.'■,  . t " A ' ^\i.'Yr  . , * ■ 


liir  Aa«!  J , .'i'Ct; 


'■'''  r?  UK'"'  i 4-  -■Vi 

: sjuii  laT’fY' ' : -'! ?«n' ;l  > i';fi'^  x ■ ' tiY 

^■(..'  'XX«|''  ipBCWRt:<^  BCf^ly.-Si  I'  cfurz  'v^^,X,9'v  • 


i 


AS.T  Jt  isnjj/tti'iij 


t 'iiJSiwur  r ,a . al  ♦. 

^r,.,  , : * ■ /7Ts.>3  '.  4,  V'  ■" 


't  ^ u 


4 ^4'.: 


T *1...  ',  , ♦, . s'  ♦.:  4i.-  *,.■;' 4 ■ ' . -Y  : r>  M><  ■ ■*'  4', ‘4li*  ' 

• ...  • •■  .;*»  ,■..*  . .»  -V  ■'  *.v. , •)•>  • 3 • \ '..  ••'j  ^ . /.,,  .',■■.  "■ ' ' --3nir  Aj 


iAMM  . . .s  .ipujps^  ' 

M&'fe:. X4r 'Otol ir-,t%;’4ii?W’- * fHi6i(t 


,6'  V 


39 


alternating  current.  In  America  the  11,000  volt,  25  cycle  system  is 
most  used.  In  Europe  the  single  phase  system  has  been  widely  adopt- 
ed. 

SUMI'^ARY 

The  Prussian  State,  Swedish  State,  Swiss  Federal,  and  Austria- 
Hungary  Railroad  Commissions  have  decided  that  the  11,000  volt,  15 
cycle  single  phase  system  is  best  suited  for  traction  on  main  lines, 
although  direct  current  and  the  three  phase  systems  have  been  found 
applicable  under  certain  conditions. 

The  Italian  State  Railways  favor  the  three  phase  system. 

In  conclusion  it  might  well  be  stated  that  the  direct  current, 
600  to  1200  rotary  converter  system  can  be  best  used  to  distribute 
and  collect  large  amounts  of  energy  for  dense  local  traffic.  The 
three  phase  system  will  give  good  results  when  low  speed,  heavy  train 
service  and  regeneration  of  power  on  grade  are  combined. 

The  single  phase  system  combines  simplicity,  flexibility,  econ- 
omy in  power  transmission,  variable  speed,  and  low  cost  for  service. 

The  best  system  for  train  service  is  not  one  adapted  to  indi- 
vidual cases,  but  one  which  is  adapted  to  the  electrification  of  com- 
plete railroads. 


i-y^,  \ "'v'hy.  ■ ^ ' y •..  ^-, 

;.W^’  'V  Wa ^ j j^-- "•  ♦Xf|  -* 

' ' y ' .iu 


• • W-i  ■'  ^• 


■ 


:'.  iV'V.-  , i-  i\.it  -t; 


v:y^  TjM  . .j 


'i„;  ,,  ..  '.  . ..  '.:' 

■vV  ^ ' ■ ',’  " . ■ ' 


r 'vV-'"''- ',’  1 ' 

1 iiV’i  • ....... ..  i ■I.  ' ' I ■^:!....i:. . 'iS^.rf.  r 


;i- 

J:  ''i'; 'S.^*  X/.iiOi  «.E,Lt!»A  111 


JA 


f,  It!'  f *•  \ 

I ' ^ r * p <|»' 

f i. 


'%Q't  :z%c^}f  '1ho^v  fy-^'  ■■  tx»' 


i^/,-’V'  ♦I'  ' ' ' " ■'■ '.  ' >\t  '■" . , ■ ^ , '*?iV  ■'  ■■ 


8 \,\  '''. 

I ' ' .\  I •*  ■ .4.'  V-  \ ' 


. if 


40 


COMPARISON  OF  EUROPEAN  AND  AMERICAN  LOCOMOTIVES 

A comparison  of  American  and  European  locomotives  shows  a char- 
acteristic difference  particularly  in  the  method  of  transmitting  the 
power  from  motor  to  driving  wheel. 

Continental  designers  have  had  little  experience  with  heavy  mo- 
tor car  equipment  and  were  skeptical  of  gearing  and  mounting  motors 
directly  on  the  axle.  Their  efforts  have  been  mainly  directed  to- 
ward substituting  the  electric  motor  for  the  steam  cylinder,  re- 
taining all  the  side  rods  and  perhaps  adding  a few  more. 

Continental  motors  shov;  many  variations  of  the  side  rod  drive, 
both  with  the  jack  cranks  direct  driven  by  the  motor  through  parallel 
rods  and  by  means  of  gearing.  Taking  the  most  important  trunk  line 
electrifications  in  E^ope  and  America,  wre  find  that  out  of  nine 
European  railroads  operating  210  locomotives,  there  are  28  different 
types,  while  in  America  14  railroads  operating  364  locomotives  there 

are  but  21  types. 

( 

The  design  of  electric  locomotives  for  high  speed  passenger  ser- 
vice at  60  to  80  m.p.h.  is  a corrplicated  problem.  With  slow  speed 
freight  and  passenger  service  the  design  of  American  locomotives  has 
been  influenced  by  the  heavy  motor  car  with  direct  geared  motors. 
Gearless  motors  furnished  a strong  tractive  effort  with  a very  simple 
design.  Passenger  locomotives  should  be  designed  for  double  truck  to 
save  turn  table  construction,  etc.  A feature  to  control  in  double 
end  locomotives  is  the  lateral  oscillation  and  to  minimize  its  effect 
on  the  track. 


im] 


' IM<A 


■71 


h 


rpm"' 


‘ i ,1 

a ..\ ..‘ 


I #">J'  ,V  «n 


j\.:iW'^.t'\  ■ '■  ^ ‘Vi 


,l3 


>•< 


''■'  ■ ’mix  '''>..^r-  '\  . .1  .wm  ' 'i'X':,..-  M-, 


■ lit 


!•* 


•••»ijl*<.*»  ,''■  ■'>  Z,  • ' :•<  ' •til 


•Xi 


kit 


. ”:-uein'  a*ef.4W;  -(.kinr  " ' 


■ "8'^  '£';'0  ■ v-o 5 '^‘>’<:f  ,vi>w^'  eff^&Xe'  >ic  4^^' 

.•#?sfoas 

‘■■I.  ' ■*  31  ■ ■•  V ■ , • :..■••■  ■ ■ ' ■ ' -..  , - V ' , 

i f,  ^■e.''^^2-t' ,i'v;  -t.u*  6.^; 'iji^|iv 

' e4^; 

'kV.  . r/;'  '<:  » 


.1^ 


1 fcM»»  '/’  , 


'■j  ' Q35i^-0 of  ■i^C'C , ,'H®^ .' . If  t^t^'r■:lf^^ 

*' ■:  ' ' ,'V''  ?Sr-, -^i*'-:';'  -fc 

• if  ,y  Av  i , •'  , ' / -;*'  _ 'w  '‘ 


..  ib^t:afe  4\1‘ ' '. ;S i'<Xvrp^  ^P- 


!lXsi''  ^'  ■ , ..  !'  ' ' 'A^'  V ’ I 


^V3^;  ^jdlf 


^ "rt  ¥‘ t #.>•>(-  K>  rv-k,  #!  <^<4  f fii  Pi^^Il  'a1 


■ “ ■ ' 'r^ 


li^'  ^ .'  ^ ’^- 


41 

For  high  speed  passenger  service  with  speeds  of  the  order  of 
60  to  80  m.p.h.,  if  a locomotive  is  equipped  with  geared  motor,  the 
gear  reduction  approaches  a small  ratio  if  the  armature  is  to  be 
kept  within  practical  rotative  speeds. 


s ■■ 


vP  •‘.imsm » i?‘^:  -I'rm.  -. ..■':,ij^:"iK§^|»..  i 

.„  . 5a"  4.- 

fe  -rnkm^-^f  A*. n.  -»»<k  . , A&*  •■  ir-A  A^-.i  ''#«'>•%  a4L  #4'||^.«  #k  ^."  ^ 


. ''  f>±.  ^ '■;  1**',.  '■  • ■ “■'  * 


*r 


.'.r 


r<f,'r*^  ■'*■£  Xlgiia^^joT 


*7 


TECHNICAL  OPERATING  DEVELOPMENT 


42 


The  progress  of  development  in  Electric  Traction  cannot  be 
more  forceably  presented  than  by  giving  technical  operating  descrip- 
tion of  locomotives  that  are  being  used  on  our  American  Railways  to- 
day. Seventeen  years  ago  there  were  practically  no  electric  locomo- 
tives for  hauling  even  the  simplest  of  loads.  To-day  there  are  elec- 
tric locomotives  far  more  pov/erful  than  any  steam  locomotive. 

The  development  of  electric  traction  has  not  yet  reached  its 
highest  state  of  perfection  ~ rather  it  is  still  in  its  infancy  and 
future  development  is  just  being  given  the  foundation  on  which  to 
work. 

It  would  be  foolish  as  well  as  absurd  to  believe  that  steam 
traction  is  doomed.  Steam  traction  cannot  be  doomed  because  of  the 
fact  that  steam  traction  is  a part  of  transportation  and  financial 
world  and  it  would  be  impossible  to  sever  it. 

Electric  traction,  on  the  other  hand,  is  a coming  thing.  It  is 
new  but  it  will  develop  into  a mighty  channel  of  transportation. 
Perhaps  it  will  give  steam  traction  a stiff  competition,  but  it 
should  always  be  remembered  that  electric  traction  will  be  substitu- 
ted for  steam  only  when  the  financial  and  operating  results  justify 
its  substitution. 

Several  American  trunk  lines  have  some  exceedingly  interesting 
and  unique  modern  electric  locomotives.  A brief  outline  of  the  more 
important  ones  is  given  here. 


' ■ -./f  m"  ;p  - ''C^  .if-  % ”^||pF«i^  'i!#:?  ‘;; 

■•  t:  ttitfoarrw  .vWf  A?5S^tr  t]M 


?!■ 


\ •»  '•  S TJif  . ..  :s?  ^'  /"  • ■'«■__  '^>v  ,|i 

' ,. 

ii  ji,  >. . 

I.^tf  fa's’ll,'-; ni 

, . lo  j‘,'| 

I ffAoa  >pox  s ^ Xi.  :cd>  X ■'  X 3»‘'  ■ p^i 

W i/infj  ’ 'V'.  ’>.  ?f;'  ■'"-.  '•'•  |T'.  /»..■' 

:#0£-X:*  .D^i--.<’stcu/A'4-OT  ifcA©i'#jfc«  ftiC? 

' "*■  ^ ' ''•' 


'T  '*<»:l:>es*-x  tfiiY  oi;f  f i^v  •■' T 


M.^i 


* S -ft  > *■  , J ■ '.)  ■*^'{/i  '"  ^ **''•  ' ■■  ' ''■  - --'"'f*''*^  ^ *1,'' I 

’’■r'.  ■■■■jm  ■'"^/-'il--''  ■ 

/ _ 


j-  ■ , ■ “ ■ ',  -y*  . if' ■ -.  , 

s^ralXa;:?  a*i'XXap  •'» 

" ' -i  1 ” , ?‘ 


■i'  ‘ \ 

'■  -SSi  ■';.  ',- 


rfS* 

' li. 


if  • „ • ■ ,,  , , ■'  - -r  ■"  ■■  ■•  >4.  f 


- 'f  iT^ 


4 .S»VX3C'^C6pi''‘‘^T::fO 

■'  ,|V:,  ' ■ .^r'AVv  •■  '-  .'v  ' -'.''r-v  '"'i  ? 

#:  yHfc  ..Vi#,'"  ; 


Ji 


V’. 


. I M II  I -- ■•"“! 


43 


TECHNICAL  DESCRIPTIONS  OF  ELECTRIC  LOCOMOTIVES 
The  Chicago,  Milwaukee,  and  St.  Paul  Locomotive 

The  locomotive  described  here  is  now  being  used  on  the  Seattle- 
Tacoraa  electric  zone  of  the  Chicago,  Milwaukee,  and  St.  Paul  Railway. 
This  is  a 3000-volt  direct  current  locomotive.  This  locomotive  is 
entirely  distinctive  in  design  and  possesses  some  very  interesting 
mechanical  and  electrical  features.  It  was  built  for  passenger  ser- 
vice. The  locomotive  is  of  the  bi-polar  gearless  t3rpe  with  motor 
armatures  mounted  directly  on  the  driving  axles.  In  this  feature 


A 3000-Volt  D.  C.  Passenger  Locomotive  for 
The  Chicago,  Milwaukee  and  S.  Paul  Railway. 

they  follow  the  design  of  the  New  York  Central  locomotives.  The 
chief  advantage  of  this  method  of  construction  seems  to  be  that  of 
great  simplicity  of  mechanical  design.  All  gears,  armature  and 
motor  bearings,  jackshafts,  side  rods,  or  other  transmitting  de- 
vices are  eliminated. 

This  locomotive  weighs  265  tons  with  229  tons  on  the  drivers. 


^ .-4'  ' ■■:■ 


'T  m ^ 


, f f '.-^ ^ ’j. a\  • ’5,*^  ;»s?ai!i 

:r. ' p':';;,^;'t -I : i-' 


ii 


^V.ijr^wr j f iji’sasas,  W '.■« 
P.  'V.  ..^ 


B'K  • 


/'■JtiS,'*®fc  J ' . ' ' Ji  V-Jr  }® 

%JM 

’ ' Jit' ^U'4^ 

■ * ',  ' .v««  v^''.»  . ,<f,  ’’‘S'-lv'  . .:,l 

■‘V  *0"’  3'  '■  ~ .,:  .'  , ' ■ .V  , .'.■■•  'v'''  ' ''■'^  ^ ^ ' ' . ■ '■  '"k  ft  'i 

' r ' ‘ " k ■,  ,'  ,','v  •■  .'■"  ' ;/  ■'^.®,;  .'^‘  .F^ 


j . 


? » 


*’'4"'TC«r  5fii‘  ^ ^ .•«;  ^ ^V^tv  t . 

4.'  "'  ''  ^ - *..  " '■'  ■'' ' i-r-'  , '■:'  :a'^  '.  ■■k.-k 


»■.„  ■■  . i, ' >'  . ' r-  . 


'.jj  f- •’■  . ■,  •'  ■;  || 


"o-'iA  ,1-tfo  . . ii  ,;k  . K 1 i .;  j % wimgi aL--W«? '»♦' . 

I.  -k£  „ jf  Jb  "1^ 


44 


A side  view  of  the  locomotive. 

There  are  14  axles,  12  of  which  are  driving  and  two  guiding  axles. 
The  only  dead  weight  on  the  track  is  that  due  to  the  armature  and 
wheels  and  this  amounts  to  about  95000  pounds  per  axle.  The  total 
weight  on  the  drivers  is  86  percent  of  the  weight  of  the  locomotive, 
but,  since  it  is  distributed  over  18  axles,  there  is  but  38,166 
pounds  per  axle. 

A interesting  feature  in  the  design  of  this  locomotive  is  the 
method  of  design  of  the  trailing  and  leading  trucks.  The  successive 
trucks  are  coupled  together  in  such  a way  so  as  to  beat  or  break  \ip 
any  lateral  oscillations  which  may  be 
caused  by  inequalities  of  track.  The 
weight  of  the  main  cab  is  so  supported 
on  the  front  and  rear  trucks  that  any 
lateral  thrust  of  the  leading  or  trail- 
ing trucks  against  the  track  is  cush- 
ioned by  the  movement  of  the  main  cab. 

The  locomotive  is  designed  for 
handling  in  normal  service  a 12-car 
train  weighing  S60  tons,  trailing 
against  a grade  of  2 percent  v/ith  a 
speed  of  25  m.p.h.  This  requires 

Cross  section  of  Apparatus  Cab 


46 


56,600  pounds  tractive  effort. 

The  motor  is  bi-polar,  two  fields  being  supported  upon  the  rack 
springs  with  full  freedom  for  vertical  play  of  the  armature  between 
the  pole  faces.  For  full  speed  operation,  the  twelve  motors  are 
connected  three  in  series  with  1000  volts  per  commutator.  Control 
connections  also  provide  for  operating  four,  six,  or  twelve  motors 
in  series.  The  gearless  locomotive  shows  a much  better  efficiency 
at  high  speed  than  the  geared  type,  owing  to  the  elimination  of  the 
gear  drive. 

From  the  diagram  and  photograph  it  will  be  seen  that  the  run- 
ning gear  is  composed  of  four  individual  trucks;  two  end  trucks 
having  three  axles  each  and  two  center  trucks  having  four  axles  each. 
These  trucks  are  connected  together  by  special  articulation  joints. 
The  superstructure  is  made  in  two  sections  of  similar  design,  with 
a third  section  between  them.  The  third  or  central  section  contains 
the  train  heating  equipment. 


A 5000-Ton  Freight  Train. 


minmmM\-..  ''^M-r  tTn^V';'’ ' ’’  >>  .. 


I m^'  ^ry-  ./‘L  5^4:  ,'^  ^ 

i?  ff,:  ife?'-'  ,;.  ..  ■* 

!<<  . ' . ..f^  ' -.Vrih.  . .V.  ^ >,llkif'  '.llkK-' 


x» 

3 r 


a Bni»  — •■  l■■^7.■vf  , . . -.i 

La'jc-'  'i)'#*  (sSfji’iis-.'-''.  - '■■  ■'  -'fe  vtt.  oar  f 'A; 

' 5SB,Wf£lW  V't  ^i-.  a4w‘j-0«U8- 

f Asia  ?'4ifc'?,.»-/C4v,-?  'iv^i , 

yZi  '■  ’'  ■ ''  • v>i ' ''' i- i '■■'.■  (•  ■■  ■ •■  ' < ' '-o  • ’''P?_i.  '■  A 

i 'Sinpfc:'  - 10  ,ith>  .-0lrt>a.R<*.  y 

p.  *\i.,.  J.  -'■■  *’>'  ''  • ' ■'•'  '■  ''''■  ■'* — '-  . ‘ "•'>v-§fii‘'‘  ■,  i'-fl 

;i  A/'‘V''  •» ' ‘"A"  ' ■ il  ,.-, 

t ' -.ia’i.-%kt'ji'>  .'!*«.(>-<te  .*xj:r  & 

i r^-  ' i..  . 


is  £.T  !>  iar  ,j:'0in5  %ye1^’V?p  ' ’.■:fe8Xi 


♦ Cxi’  UfO^i  r.  ;<wr;  t'  « 

P ril . j ' xpli<i!i*?%t>  aflbSi!>o'’*s  ■'.a 

irv,  ■ - ®7  •'  • ■'  »••—  • •<  ■ • -.  ,l‘.  ■' Ks!;'  -;  3 

^ a„jL:r^  i-at7.«»e  ^ 


s. 


i 


,\X,-  ■ •’-’f: 


: /■  M , . j-ViSEe  .•.  ■ : . , ■ 

I »/  ■ ■ Vi  :■  ; ■ ■■"  ■ • ' ^.  ..  ■.■*iar 

t: 


p/j-  t V ',Vt.  * ^ , . 'Vi^  t 

hi'.: ' '■’  A 1’’  •'.  ; 


'.  r 


if 


f .•iri?V^'  ■ ■■■  'XV^S”:'  . -^V''  si£.  PJ^aVLi/ 


'7l 


Vv>f  ■ /!•  . 


'3  * 


f'/ 


ii. 


■■'••  :■  , s',  i . /Vki  •''  -L*?-’’’;*!.  '■'*>  ,-;,'»jM|^&  *V>  '•  ‘‘^  •'  *vW^.  ■ 


;■- sOy-' j#.:' 


47 

For  flexibility  of  eurving,  the  running  gear  is  made  up  of 
four  trucks,  each  of  a relatively  short  wheel  base. 


LOCOMOTIVE  DIMENSIONS 


Total  weight  

Total  weight  on  drivers  

Weight  per  driving  axle  

Dead  weight  per  driving  axle  

Weight  per  idle  axle  

Dead  weight  per  idle  axle  

Length  overall  

Width  overall  

Height  over  cabs  

Height  over  pantograph,  locked  down  , 

Total  wheel  base  . 

Maximum  rigid  wheel  base  

Diameter  of  driving  wheels  

Diameter  of  idle  wheels  

Size  of  journals  

Dimensions  of  operator's  cab  

Dimensions  of  heater  cab  ............ 

Heater  capacity  

Water  capacity  

Oil  capacity  

Compressor  capacity 

Number  of  motors  

Type  of  motor  

Diameter  of  armature  

Clearance  between  bottom  plate  and  top  rail  . . 
Working  range  of  pantograph  


531,300  lb. 

457,680  lb. 

38,140  lb. 

9,590  lb. 

31,750  lb. 

3,560  lb. 

76  ft.  0 in. 

10  ft.  0 in. 

14  ft.  11  5/8  in. 
16  ft.  8 in. 

67  ft.  0 in. 

13  ft.  9 in. 

44  in. 

36  in. 

6 in.  by  13  in. 

5 ft.  by  10  ft. 

14  ft. 11  in. by  10ft 
4000  lb . steam  per  hr 

30.000  lb. 

6.000  lb. 

150  cu.ft.per  min. 
13 

(Bipolar-) GE-100 
2S  in. 

5 i in. 

9 ft.  0 in. 


48 


BUTTE  ANACODM  AND  BACIPIC  LOCOI^IOTIVES. 

The  locomotive  equipment  of  this  railway  consists  of  17-  80  ton 
units,  fifteen  for  freight  and  two  for  passenger  service.  The  frcigl ; 
locomotives  are  geared  for  slow  speed  and  are  operated  in  pairs  for 
the  main  line  service.  The  maximum  free  running  speed  is  85  m.p.h. 

I^e  two  passenger  locomotives  are  of  the  same  construction  as 
the  freight  units,  hut  are  geared  for  a maximum  free  running  speed 
of  55  m.p.h. 


The  continuous  tractive  effort  of  a single  GO  ton  freighf  l^no- 
motive  is  25,000  Ihs.  at  15  m.p.h.  The  maximum  tractive  effort  of 


Standard  Train  on  Butte  Anaconda  & Pacific 
the  passenger  locomotive  for  a period  of  five  minutes  is  48,000  lbs. 

This  is  based  on  a tractive  effort  coefficient  of  30  per  cent. 


All  these  locomotives  are  of  the  articulated  truck  type  with 
all  the  weight  on  the  drivers.  Twin  gears  are  mounted  on  projections 


I. 


Fantagraph  on  Single  Wire 


provided  on  the  v/heal  centers  for  this  purpose,  and  in  general 
mechanical  design  they  are  similiar  to  the  locomotives  of  the  Great 
Northern,  Baltimore  and  Ohio,  and  Detroit  River  Tunnel  Railway.  The 
entire  weight  of  the  locomotive  is  carried  on  semi-elliptic  springs 
suitably  equalized. 

Each  unit  is  equipped  with  four 
commutating  pole  motors,  wound  to 
operate  at  1200  volts  each  hut  in- 
sulated for  2400  volts.  The  horse 
power  of  each  motor  is  approximately 
300  H.F.  This  makes  their  hourly 
rating  of  each  unit  about  1200  H.P.  These  motors  were  designed  for 
locomotive  service  and  are  provided  with  forced  ventilation.  The 
air  is  circulated  by  an  auxiliary  blower. 

The  gear  reduction  on  the  passenger  locomotives  is  .2  and  on 
the  freight  is  4.84.  The  double  unit  160-ton  locomotive  is  capable 
of  giving  a sustained  continuous  output  of  2100  E.P. 

The  controller  provides  10  steps  in  series  and  9 in  series- 
parallel.  The  2400  volt  contactors 
are  operated  from  the  600  volt  control 
circuit . 

Current  is  collected  by  overhead 
roll  er  pantograph  as  shown  in  the 
figures  here.  They  are  pneumatically 

operated  from  the  cab  and  insulated  Pantagraph  engaging  six 


along  the  center  of  the  cab  roof. 


overhead  wires  together 


Pennsylvania  Railroad 


w 


One  of  the  latest  types  of  electric  locomotive  that  will 
show  the  great  strides  made  in  this  development  is  now  used  on  the 
Pennsylvania  Railroad  between  Altoona  and  Johnstone,  Penna. 

It  is  similiar  to  the  locomotives  of  the  Norfolk  and 
Tfestern  Road , in  that  its  power  is  supplied  by  three  phase  induction 
motors,  fed  thru  a transformer  and  phase  converter  from  an  ll'^OOO 


Nev;  Pennsylvania  Locomotive 

volt  single-phase  trolley  wire.  It  has  a rating  of  4800  H.P.  in 
a single  cab.  The  complete  locomotive  ready  for  service  weighs  250 
tons  and  has  an  overall  length  of  76  1/2  feet.  Compare  this  with 
the  first  electric  locomotive  that  was  scarcely  larger  than 
automobile  that  children  play  with.  The  locomotive  is  capable  of 
exerting  130,000  pounds  tractive  effort  (equivalent  to  7000  H.P.) 
in  starting.  Vlestinghouse  engineers  have  estimated  that  with  tv/o 


irf 


V 

i 


K ^ 


I 


r . . r O' 


, 


r ’ 


• ^'T',  Vi  TO' 


■ 


a 


•:  £ . 


f* 


Al*>^,  ■ , ' i' 


. ' \ 


\ 


'■■  I‘‘ 


. r ' ^ . , , . , f‘  L 

I ' ■ \,.  . 


' } 


» 


:'\- 


'*  'T"* 


51 

of  these  locomotives,  it  will  he  able  to  haul  a 390C  ton  train  up 
the  12  mile  eastern  slope  and  a 6300  ton  train  up  the  24  mile  west- 
ern slope  of  the  Pennsylvania  Railroad  at  20*6  m^^p.h. 

The  locomotive  is  designed  for  regenerative  braking  and  the 
cab  design  gives  the  locomotive  great  flexibility.  The  flexible 
gear  is  used  with  a gear  face  ten  inches  vdde.  The  leading  truck 
is  a tvyTo  wheel  swing  bolster  type  and  each  main  truck  has  a three- 
point  equalization. 

This  locomotive  was  described  in  order  to  bring  out  the 
extent  of  the  development  of  Electric  Traction.  Imagine  such  a 
powerful  giant  to  be  evolved  out  of  a evolution  lasting  little 
more  then  twenty-five  years. 


Running  Gear  for  Pennsylvania  Locomotive 


52 

The  New  York,  New  Haven,  and  Hartford  Railway 

The  New  York,  New  Haven,  and  Hartford  Railway  has  one  of  the 
most  densely  populated  lines  of  any  railroad  in  the  world. 

They  run  four  tracks  abreast  to  handle  their  traffic.  Two 
tracks  are  used  for  freight  and  two  for  passenger  service. 

The  traffic  on  the  New  Haven  road  became  so  dense  that  elec- 
tricity was  decided  on  to  be  the  solution  of  their  tra-f^’fic  prob- 
lems. Since  the  adoption  of  electricity  there  has  been  no  traf- 
fic delay  or  hold-up  on  any  part  of  the  line. 

The  locom.otives  used  on  the  New  York,  New  Haven,  and  Hartford 
railway  are  all  operated  on  11,000  volts  A.  C.  The  passenger  lo- 
comotives are  geared  for  extremely  high  running  speed,  this  line 
having  the  highest  scheduled  speed  of  any  trunk  line  railway  . 

The  locomotives  are  so  designed  that  they  can  be  operated 
from  D.C.  current  as  well  as  A.  C. , since  they  must  enter  the 
New  York  termiinal  over  a D.C.  electrification. 

In  the  New  York,  New  Haven,  and  Hartford  railway  the  extent 
of  the  electrification  field  can  be  seen. 

Electric  Iccorixtivee  are  solving  their  transportation  prob- 
lems and  helping  their  traffic  departments.  Electric  traction 
has  taken  a firm  hold  on  this  railway. 

Of  the  seventy  through  trains  per  day,  thirty-six  are  elec- 
trically operated  the  entire  distance.  The  thirty-four  other 
trains  having  steam  operation  into  New  Haven  terminal. 

Forty-eight  A.C.-  D.C.  locomotives  are  used  and  twenty-five 
A.C.-  D.C.  multiple  unit  cars  with  trailers  constitute  the  elec- 


If  L- 


■ ^9^ 


'■A  V'.> 


vfa  un’a6>r  ck  >Mi'^i^‘‘..:<l)<s««'  m 90  'jS*} 

!?.-  ' ’1  ■ ■'  •':  ■.  !■•  -;■  ■'■  '.f*'  • • ’>  .:,fc  '^■.  .1^ 

f^-  fci^.i>vP  Jtf,  . 


... ». 


uk  % 


<IP\ 


m:L..  . '->  '■ ; mf  ■ 

I k#  ■ '■"  ’■■  ■ ' ' "i'v. '’V..-' 

j 1^7.  ‘ i,  . -<t  , '■  • , ■ " „ ■ . ,7  "HTO  ,.  ■ 'f  ' 


I 


a/f:  "..C  -A  a^Xov'  OO^niM  t?a ' 


■'••  . .'  1 '••  • ’■'  ,'■'*,  '*V  . ■ '.  '^.  ’•  • 'V*  .'■-.  ;■-  ' "•  'if  h^lf  ,.* 

**yc-  Mi  iti^a 


m 


■ ^ '<  k‘,  '• 


.if-  imu:^i-zxiK-’ -o:i^:<¥tJ^  'i^v^viffeoox 
^r  ^ ai  jiwnc  ve^3>  i , .'./  . #V.  ‘ -i^.fli>Yl:'}iiiB  >0>(I  , 

'»  - ' ,,-  V. . '' 


' • '■*•  » *.i.'“'3  . ' '.'  ' ■’*  . .,c'f,V^  /'i , ^ w '.'kyf  i'  ..,. 


'.'  i-  !('•  i :-  *< 


i..jSf 

i iJMi. 


'V^  >'  ,' 


■:'f 


■5  s:‘ 


^ '* ' ■ '•  ■' ' ' ^'-  '"'''J^-'^  '' '■‘^  ' ''' ' ''"^1  ' ■ *’  ’"^.ViS^'' 

• 

' Y- ■ r-~ E .v\»'”  ' 7‘  ' ■ 


”1-. 


a5  ■■./'■.  ■' .i'  ' 


PPnTfnHH'  iH 


53 


trie  motor  equipment  needed  to  handle  their  traffic. 

The  average  number  of  train  miles  per  day , electrically  oper- 
ated is  sixty-six  hundred.  The  multiple  unit  cars  make  an  average 
of  twenty-one  hundred  miles  per  day. 


54 


New  York  Central  Railroad  (Hudson  River) 

The  New  York  Central  Railroad  has  found  that  electric  loco- 
motives can  handle  traffic  easier  and  faster  than  the  steam  loco- 
motives used  before.  A brief  description  of  the  locomotives  that 
have  been  used  is  given  here.  This  line  has  an  interesting  and 
unique  electrification  and  should  prove  a good  subject  for  study. 

The  New  York  Central  electrification  is  600  volt  D.C.,  cov- 
ering 37  miles.  The  locomotives  are  the  gearless  type  as  used 
on  the  Milwaukee  locomotives.  They  are  geared  to  run  60  and  65 
miles  per  hour. 


Latest  Type  Gearless  Locomotive  on  New  York  Central 


The  great  capacity  of  electric  locomotives  can  be  better 
understood  v?hen  we  consider  this  locomotive,  under  ordinary  con- 
ditions it  can  haul  a 336  ton,  8 car  train  at  63  miles  per  hour 
with  an  average  acceleration  of  .6  M.P.H.  P.  S. 

It  can  haul  a 170  ton  train  at  72  miles  an  hour. 


55 


Norfolk  and  Western  Railway 


The  Norfolk  and  Western  Railway  are  using  electric  locomo- 
tives on  their  division  between  Bluefield  and  ?/est  Forks,  Virginia. 
The  train  service  consists,  for  the  greater  part,  of  gathering 
coal.  This  coal  hauling  amounts  to  2000  carloads  each  day.  Be- 
sides this  regular  passenger  service  is  maintained.  The  electric 
locomotives  on  the  ijorfolk  and  Western  Railway  have  proved  that 
they  can  better  handle  the  service  than  the  steam  locomotive. 

This  is  another  indication  of  the  completeness  of  the  evolution 


Norfolk  and  Western  Heavy  Tonnage  Locomotive. 

of  the  electric  locomotive  and  electric  traction.  Twelve  locomo 
tives  are  used  here.  They  are  of  the  Baldwin-Westinghouse  make. 

Each  unit  consists  of  two  identical  parts.  There  are  two 
guiding  and  tvro  driving  trucks.  The  trucks  are  placed  back  to 
back,  making  the  classification  2-4-4-8. 


<!  ■ t’  '-Iv  ^ ■“ 


• ' -r^vnc  li  otl  .'.wr  '■>  «fiVi.i-«4#  m ....  

^ ■ '■.  - ' ' ■ . 'V‘.„  . •> 

-*o,-'<^  ir-*JVf«Xa  ■ 

. '.  ■ . ; • . . ■ \ ..,  \ -..i, 


l^^iiSv',;;'**  ^-iiv.  Voooa,  «?■  ^«i!{a!i>'ii,'.S^ 

M l^*r^  ‘ 'S  t ^ 11  *W  V 


fi  S *i»"l  i 


"■V  ■’  ■ V ■•  " ' f-'  wKU  * i<l: 


V*'  • ■ . ■ V ^ ^ 

. *..,ivi":omooq}kt  i<L«a“t 

► . .'iiP^Jijr  kM  ^q\  ^ %Jt  fp ".ia,.  ■‘•1^  -r^' 

' . . '3  1'.  ''  ''  UB 


’i'i 


■ ^-<  ' i ■<  ' • ^ '- 


. ^ 


f 't.v; 


a»C' 


:fl  , T1 


' • ’ 1 ■ ^'-  ''1 


■>\ 


; ■sii:^;>  i 


,i  , 'v^>  feTK  -.. , . -.■Mnvr'  '...if 


•'«! 


t-i 


. : Y irmc,  0 Jj . ss«3S<llr4^K- 'xrtii-7 

/ «P  > . ' ' . r’>J  „.  ■ :5  JJ 

r...'U!Lj^aY  ^ ■im 


■k  a^i^Mfeatat^^  "rtm  jf  .■ac»j  yj«ia3^i‘-B‘auw^  ’yt  , y 


56 


The  development  of  Electric  Locomotive  design  is  forcefully  pre- 
sented V(hen  we  look  at  the  size  of  the  locomotive  v;heels.  There 
are  62  in.  drivers  and  SO  in.  guiding  wheels.  There  is  22  ,000  Ih 
on  the  drivers  and  the  weight  of  the  total  unit  is  27  ,000  lbs. 

The  length  of  the  locomotive  is  105  ft.  8 in.  There  are  four 
three  phase  adjustable  motors  mounted  on  the  trucks.  The  total 
tractive  effort  of  the  locomotive  is  1E5,000  lbs. 


YThen  we  look  at  these  massive 
locomotives  that  are  being  used  to- 
day it  is  easier  to  understand  the 
extent  which  the  development  of 
Electric  traction  has  attained.  A 
complete  description  and  story  of 
Heavy  Tonnage  Train  on  Grade,  the  successes  and,  uses  of  Electric 
Traction  on  this  railway  can  be  found  in  any  of  the  trade  publica- 
tions and  will  prove  interesting  and  well  worth  rea^^-ing.  It  is 
not  ^he  purpose  of  t^e  thesis  to  go  into  detail  regarding  the 
different  railways  but  only  to  show  the  kind  of  locomotive  used 
in  order  to  more  forcefully  present  the  progress  made  in  this 
field. 


Engine  replaced  by  Electric  Engine. 


Boston  Elevated  Ry.  Fort  Dodge,  Des  Moines  & Southern  R.  R.  Philadelphia  Rapid  Transit  Co. 


-‘r : 'T'' 


r^.iT^-.v^ry  ■ .-  ■•  ;•  • , , •arf  r;>‘  ’ ■ ; ■'  . ' 


'■  .■■,  «flf 

fr-  ■.-.  'f'  I '■  ''^y  ■'  ' 

•' ■ «»*  ' 


\"'V  '■'' r 


r-'^x  [ , " ' ■'■'  •■  y .’^' 

/.■^^‘''V  ' ■ '''  ■>,|'V  ’.  ;'* 


'<'5l 


'.''^h''  .■V.  Jv;*'''  ■ 

• ■ '"V  •■  .vv . -•  'jy . 


- J;i5(V;  n'lp. 


’>*'■• 

y'»r . 

V :T-J1 


■r,^ 


\i( 

' It''- 

I t > V' 


• ...s'  ' 


" •.  ■ •„  Um  i •^;\i'vj-,y  * V ^ • .y  H ,'t 

• '>■  ^ ^ .•  V » 'V  • • ' ’ ■ • - ■».  fV  S/jt'S# 

*'  y ■>%  v ^-'riV'  ■\,,  i f Xir^f  t*  ■•^•/•*  •-.•■»• 


•A'; 


k 


is'T 


j*^'’’  V '*'■  ‘*  A ' ' . I > 1 1" '< 

> A,  . j jfy  ;.»■<■  .1,."  '.*  ,vi-. 


;•  l\l 

«v’iv;  .A, 

»••'«  • 


*)•' 

-rf  ■.  ^ 


•'I  ' ■/  I '''.V^.Al ^ 


j4 


• / . 


"'h 

■ . ■ ^’>5?‘v 

. »• 

n-‘ 


■,  'i  * ■ ■-  ■ ga  ,;.;i  ,'3^' 

■>  .Vi't‘Ai4.*  ■•  .>♦  •■•■  ® ■ '.  VjfUi^ 

• •'I  . ■ '>'  '\!  '.  • *<NV,ai  •■  • .’Vi] 

V '*<  V ■ ■/‘'A' ■ • 

• y My 


;.  £. 


':«f 


: 'S  , 

'i’l  I 


y;;Vii:"yy y./  . ':  y;y%v*J]!v  y vm 

1^,  -Cl*  ••  •••V;..i.V'v‘.  'my'-  - 'f  ■ ‘ -■' 

y ■ •,.  :w  • ■• '.  >'.!  ;-'/»v»;-'  ' “ '/  •'•■^  'v.  t'  • ••.-*.>  .-f,.fii  -f  -jp  '.tlwM 

Tv» . '"  ■'  j- ^'•’■'' ■>»'(<  ' '. \. -.ii'U'.jyi / ■;*.',  •;  , /. \,.’4.'.‘'^  yi)L,  ^ "'.iVlw  ■ 

V-‘?lA.'  f.  VI'V  •»■.  ' '*1i  ■> 

,..■;  ‘ ;;..r.; '••■''  ••  ■ tf'"  '.-J'W’v’  .-  •'SP 

1*.  '•■•*  ’i  ■•  c X' v'JA-iiiJ’ ' a*f  'j 


•'f,  ' ■ 'V  --i»  ; 

■ V'‘^.-y'' '■  Vj'v  •»■■■  ;' '*1* 

yV'*"‘  , • T-p  ‘ v)j»i 


.W' 


'/•  7 ' f.;'  ■ ' ' 1 •.OVjjfe 

r -i  '•  ' im  w ‘ ^ 

p.  iV’t/;  -.n ^;^•^•^iMjW 

'y^A'^ir  ■•i/,.;)^*  a™,  .j.^  (j  . jf‘ 

' ' "^yy  ’ -'N 


ii  ■ ®\3 

iTCfc  .“'■Ayi.'j 


4^4 


M’|> 


'iV.y3 


Michigan  Central  R. 


